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A Formula 1 fan guide to the 2020 Indy 500 - r/Formula1 Editorial Team

2020.08.22 14:50 F1-Editorial A Formula 1 fan guide to the 2020 Indy 500 - r/Formula1 Editorial Team

Words by rebullcat and layres3
So you want to watch the “Greatest Spectacle in Racing” this weekend and you don’t know anything about IndyCar? We are here to help.
America’s greatest race, the Indianapolis 500, is a 500-mile race featuring the open wheel IndyCar series on Indianapolis Motor Speedway’s famous 2.5 mile oval. Yes, that Indianapolis Motor Speedway but in the opposite direction and with only 4 turns.
The race starts at 2:30pm Eastern on Sunday, August 23rd. Here’s /INDYCAR’s megathread on broadcast and schedule information. Thanks exlonox for sharing!
Speaking of, be sure to go check /INDYCAR for all the juicy details and inside information. You should feel right at home considering it looks a very much like /Formula1 on race weekends! Now, let’s get into it:

The Basics

Indianapolis Motor Speedway’s 4 turns are all banked at around 9 degrees - about 15% banking. The two longest straights are called the front (from T4 to T1) and back (from T2 to T3) straights while the other two short ones are the “short chutes.”
The pit lane is parallel to the start/finish straight and is separated from the track by only a short wall.
While IndyCar races on both street and road circuits like Formula 1, the ovals are what make IndyCar unique in open-wheel racing.
Extraordinarily simple, the track layout at Indy offers unparalleled speeds in racing.
For qualifying (held the week prior to the race), drivers do four laps and the 4-lap average speed is used to determine the starting grid.
IndyCars are allowed to refuel when they pit, which will usually lead to a car being stationary for about 10 seconds for four tires and fuel.
The Indy 500 is run on one tire compound made by Firestone. IndyCar has a softer, alternate tire compound for street and road courses but races on ovals are run on a single tire compound.
Honda and Chevrolet supply engines for the IndyCar series. Over the past two weeks, the Hondas have usually had higher peak speeds but the Chevy engines have long-run good race pace.
Some teams running at Indy have one car while some have up to 6 cars. IndyCar does not have a constructor championship and the IndyCar season features 24 full-time drivers while the Indy 500 can have up to 33 cars. Many teams hire part-time drivers for the Indy 500, Fernando Alonso is in this camp, as it can help their chances of winning by using all their drivers strategically.

Qualifying Results

Marco Andretti, grandson to motorsport legend Mario Andretti, will start the race from pole position, his four laps done with an average of 231.068 miles per hour (371.87 km/h). For reference, the fastest Formula 1 qualifying lap times at Monza are in the 1:19 range, which is an average of about 263 km/h.
IndyCar does not use standing starts, so on Sunday 33 brave souls will barrel into Turn 1 at around 360 km/h.
Starting Grid

Why should we care here at /Formula1?

On top of it being open wheel racing on a weekend without Formula 1, the Indy 500 will feature many names a Formula 1 fan will recognise from the past, along with others that all motorsport enthusiasts will know.
Among the former Formula 1 drivers taking part in this year’s 500, we have:
Takuma Sato
Grid: 3rd
Team: RLL
Engine: Honda
Championship standing: 16th
F1 entries: 92 (90 starts), 2002-2008
During his Formula 1 career, Sato raced for Jordan, Honda, and Super Aguri. All through his racing career, he has had a long association with Honda, exclusively using the manufacturer’s engines in both Formula 1 and IndyCar.
His most successful year in Formula 1 was 2004, during which he scored 34 points while racing for Honda, finishing eighth in drivers’ world championship (51 points behind teammate Jenson Button, who was third).
However, he is probably most remembered for his overtake on Fernando Alonso during the 2007 Canadian Grand Prix in the unheralded Super Aguri, prompting cheers from around the track. He left F1 after a woeful start to 2008 with Super Aguri, the team pulling out after the Spanish Grand Prix due to financial difficulties.
IndyCar Career
Sato’s IndyCar career has been decidedly more successful than his F1 career. He has scored 5 wins, 12 podiums, and 9 pole positions over 11 years, racing for KV Racing Technology, A.J. Foyt, Andretti Autosport, and Rahal Letterman Lanigan Racing, his current team.
His IndyCar career highlight is undoubtedly winning the 2017 Indianapolis 500 for Andretti Autosport in his eighth attempt, becoming the first Asian driver to win the great race.
Alexander Rossi
Grid: 9th
Team: Andretti Autosport
Engine: Honda
Championship standing: 10th
F1 entries: 7 (5 starts), 2014-2015
Often seen as America’s next big hope in international open wheel racing, Alexander Rossi only competed in five Formula 1 races and never had the equipment to show what he could do.
Racing for Manor Marussia, replacing Roberto Mehri at the Singapore Grand Prix, his Formula 1 debut; the Japanese Grand Prix; the United States Grand Prix, where he recorded his best finish of 12th; the Mexican Grand Prix; and the Brazilian Grand Prix, with Mehri returning for the season-ending Abu Dhabi Grand Prix.
IndyCar Career
Rossi’s IndyCar career has been significantly more successful, however. Racing from 2016 on for Andretti Autosport, Rossi took his first win at the 100th running of the Indianapolis 500 in 2016, his debut in the event. He would not score another podium until the 2017 Honda Indy Toronto, where he finished second. He took his second win four races later, at Watkins Glen, having also taken pole position for the race.
His big breakthrough in the series came in 2017, finishing second in the championship with three wins and another five podiums, but he was unable to overcome Scott Dixon for the championship, slipping to third in 2019, behind the Penske duo of Simon Pagenaud and Josef Newgarden, that season’s champion.
Marcus Ericsson
Grid: 11th
Team: Chip Ganassi Racing
Engine: Honda
Championship standing: 8th
F1 entries: 97 (97 starts), 2014-2018
The second most experienced F1 driver in the 2020 Indy 500 field, Ericsson suffered from a lack of equipment and underfunded teams for the majority of his five years in Formula 1. He began his career at Caterham in 2014, with the team running out of cash before the United States Grand Prix before disappearing from the grid.
Luckily, Ericsson secured a 2015 contract with Sauber, enjoying his most successful year in Formula 1, finishing in the Top 10 five times and scoring 9 points. The next two years saw Sauber fall further down the grid, although the Swede’s teammates did manage to score a total of seven points in 2016 and 2017, to Ericsson’s zero.
With the arrival of Alfa Romeo in 2018, the team’s fortunes improved, while F2 sensation Charles Leclerc debuted in Formula 1 as Ericsson’s teammate. The Monégasque would go on to comprehensively outscore Ericsson over the season — 39 points to Ericsson’s nine — earning himself a call up to Ferrari for 2019. Ericsson, meanwhile, was dropped, being replaced by Kimi Räikkönen.
IndyCar Career
Out of a Formula 1 drive, Ericsson found a seat at Schmidt Peterson Motorsports for the 2019 season, finishing 17th in the championship, with his best result being a second-place podium finish at the Detroit Grand Prix.
Schmidt Peterson morphed into Arrow McLaren SP for 2020, electing not to keep its line-up of Ericsson and James Hinchcliffe. Although the experienced Hinchcliffe is out of a full-time drive this year, competing only at the Indy 500, Ericsson now drives for one of the top IndyCar teams, Chip Ganassi Racing, partnering five-time champion Scott Dixon and fellow Swede Felix Rosenqvist. Ericsson is 8th in the 2020 championship, one place ahead of Rosenqvist, with his best finish being a fourth at the second Road America race.
Fernando Alonso
Grid: 26th
Team: Arrow McLaren SP (Part-time)
Engine: Chevrolet
Championship standing: n/a
F1 entries: 314 (311 starts), 2001, 2003-2018
Fernando Alonso is by far the most successful former Formula 1 driver in the 2020 Indy 500 field, and the only one with a win, let alone two championships. The Spaniard started his career at Minardi in 2001, getting labelled as ‘one to watch’ with his impressive performances. After one year out, he returned to a race seat in 2003, earning his first win at the Hungarian Grand Prix that year. 2004 was a winless year, but he did finish fourth in the championship, a career best from his three years in the sport until that point.
In 2005, Michelin, Renault’s tyre supplier, was able to get a one-up on the Ferrari-Bridgestone partnership. Alonso achieved seven wins on his way to the championship, his main competition coming in the form of Kimi Räikkönen and the McLaren team, with seven-time world champion Michael Schumacher some way off.
The following season saw a return to form for Schumacher and Ferrari and the duo challenged Alonso for the championship. The Renault-Alonso partnership eventually prevailed for the Spaniard’s second title.
A move to McLaren for 2007, to partner with Lewis Hamilton, was supposed to continue Alonso’s run of success. However, the rookie was not interested in playing second fiddle to the champion and after losing the championship to Räikkönen, now driving for Ferrari. Alonso returned to Renault for the 2008 season, with the team slipping down the order and failing to challenge for titles in 2008 and 2009.
Moving to Ferrari for the 2010 season, Alonso’s long-awaited third championship looked promising. 2010 and 2012 would be the closest he would ever get to the championship again, losing out to Sebastian Vettel both times. A return to McLaren beckoned for 2015, but the team floundered leading to Alonso’s departure from Formula 1 at the end of the 2018 season.
IndyCar Career
Alonso has competed in just 1 IndyCar race, the 2017 Indy 500, where he finished 24th, after running in the Top 10 consistently, leading 17 laps before his engine gave up on the 179th lap while the car was running in seventh place.
He attempted to qualify for the 2019 race, again for McLaren, but was bumped during qualifying by Juncos Racing and Kyle Kaiser.
Max Chilton
Grid: 30th
Team: Carlin
Engine: Chevrolet
Championship standing: 24th
F1 entries: 35 (35 starts), 2013-2014
Another Indy 500 driver with Marussia experience, Max Chilton holds the record of finishing every single race in his rookie year - not an easy feat to achieve, especially at the back of the field. He raced in F1 for two years, both with Marussia, scoring no points and a best finish of 13th at the 2014 Australian Grand Prix, which he then matched two races later at the Bahrain Grand Prix.
IndyCar Career
Like many of these former Formula 1 drivers, Chilton has been more successful in IndyCar, even if he is yet to score his first podium. He did lead 50 laps at the 2017 Indy 500 - the most of anyone in the race - finishing an excellent fourth.
His best championship finish over his 5 seasons in IndyCar was 11th for Chip Ganassi Racing. For 2018, he moved to junior series maestros Carlin, who were new to the sport at the time, staying with the team ever since. Chilton finished 19th and 22nd in the championship in 2018 and 2019 seasons, respectively.
Pole Sitter:
Marco Andretti
Grid: 1st
Team: Andretti Autosport
Engine: Honda
Championship standing: 21st
Formula 1 Connection: Tested for Honda in December 2006 and February 2007
Marco Andretti is the polesitter for this year’s race, breaking a 33-year pole position drought for the Andretti family.
Should he win, he would finally break the Andretti Curse, which has plagued the family since the 1969 win by the 1978 F1 world champion Mario. If any year is auspicious for breaking long-standing curses, 2020 is the one.
Marco has a small amount of F1 experience, testing for Honda at Jerez in December 2006 and February 2007. Since then, it’s often been rumoured he’s been interested in becoming the third generation of Andretti drivers to race in F1. However, in 2015, when speaking to Autosport, he said he would “definitely take a strong look at it", but “[his] heart right now lies over here [in IndyCar].”
His best Indy 500 finish, in 15 attempts, was a P2 in his rookie year, finishing just 0.063 behind winner Sam Hornish Jr.
Finally, we will highlight McLaren’s efforts to field a team in IndyCar.
Last year, Zak Brown seemed fairly hands-on with McLaren’s efforts in IndyCar (which culminated in the debacle with Alonso’s car) but this year has seen a much different approach, letting the Arrow McLaren team fend for itself.
Arrow McLaren’s two full-time drivers are among the youngest in IndyCar.
Pato O’Ward, the 21-year-old Mexican prodigy, has the most upside on the team and it would not be a surprise to see him transition into Formula 1 at some point should McLaren need to replace any of their current drivers. O’Ward had an excellent practice session yesterday and looks ready to work his way up to the lead group right when the green flag drops.
Oliver Askew has not quite hit his stride yet in the series but still has potential for a strong showing this weekend.
Remember, the Chevy-powered cars have excellent race pace so look for O’Ward, Askew, and Alonso to make moves through the pack early in the race.
Pato O’Ward
Grid: 15th
Team: Arrow McLaren SP
Engine: Chevrolet
Championship standing: 4th
Oliver Askew
Grid: 21st
Team: Arrow McLaren SP
Engine: Chevrolet
Championship standing: 12th
We will be back after the race on Sunday with a race report and a special look on how the former F1 drivers fared in the “Greatest Spectacle in Racing”.
Thanks for reading!
submitted by F1-Editorial to formula1 [link] [comments]


2020.07.02 20:12 DeffNotTom [Intro] Long time lurker

Hi everyone, this community has been pretty great and I've followed it on and off for awhile now, but aside from the occasional anonymous gift, I haven't really participated, but wanted to finally say hi!
I'm from the Boston area, I help throw concerts and shoot video from a helicopter in my spare time, and work in pharmacy informatics in the real world, and I'm currently going back to school to get my BS in data analytics. Back when I had free time and a social life, I was big on the outdoors (I'm getting ready to go camping around Watkins Glen for the next week), kayaking, riding my bike, and mindlessly scrolling reddit for too many hours in the day. I'm currently working towards buying a project sailboat and leaving society to sail around the world (Wish I had gotten to start before Corona happened). I'm also a huge nerd and can talk about technology forever. Bless my partner for suffering though it.
I'm terrible with these intro posts... uhmm... Interesting facts: I used to rescue reptiles and had a 3.5' Argentine tegu, I've broken each arm and leg at least once, I have a slight memory disorder so I never get sick of hearing the same song forever, I once pet a wild black bear in the woods because I was sure I was about to get eaten and figured why not (I was not eaten).
I'm packing to leave for the week so my responses might take a bit, but thanks for being an awesome community!
submitted by DeffNotTom to Random_Acts_Of_Amazon [link] [comments]


2020.01.11 22:17 Yoshiman400 [Slight OT] The AOWR Rolex 24 contingency megathread - Year Four!

First of all, a brief word to the community: It was cool to see some of you get a bit antsy about why a driver list for the Rolex 24 hadn't been posted yet. I promise that this will make up for the level of content we've had over the past week or so, I just didn't want to jump the gun! Besides, I made my post for last year about two weeks prior to the race so I felt like that would be a good benchmark so it wouldn't sit around and get stale. I've never been told to post on a certain day. On with our regularly scheduled content!
So it seems like everyone here already knows what time it is. It's less than a month away from the kickoff of the North American racing season, and it's time to shine up the Rolexes. We've got twenty four hours of sports car action coming up at Daytona, and as always, plenty of past and present open wheel stars are ready to take to the challenge. This is the fourth year I have compiled a list of assorted IndyCar, CART, and ChampCar drivers that will be running in the Rolex 24 at Daytona, and there are plenty of names in all four participating classes who will have a chance to score a victory and bragging rights for the open wheel fans.
To recap the open wheel names that won last year, former F1 champion and 2020 Indy 500 hopeful Fernando Alonso was among the Daytona Prototype International (DPi) winners for Wayne Taylor Racing, although it appears he will abstain from this year's running after focusing on the Dakar Rally. The Le Mans Prototype 2 (LMP2) class featured a brief CART entrant in Rodolfo Gonzalez winning with DragonSpeed, who returns at the very least with their 2019 Indy 500 Bump Day darling Ben Hanley. A GT Le Mans (GTLM) class victory for Colton Herta was the first of three combined IMSA and IndyCar wins in the young star's breakout year, and he'll be back to defend with one of Bobby Rahal's BMWs. And while GT Daytona (GTD) was the only empty-handed class last year, the class contains plenty of Rolex stalwarts with some of the fiercest top-to-bottom competition that will ensure a close fight all the way to the checkers.
As always, the maximum entry list for teams is dictated by the cars entered for the Roar Before the 24 test sessions at the beginning of the month. However, driver entries often change around in the weeks between the Roar and the race weekend itself. I will do my best to continually read up on entry changes that may necessitate this post to be edited, and to handle those edits as necessary. When all else is in doubt, consult the changelog at the bottom. If you're looking for a "final" version ready for race day, you may check out my post from 2019 here as a reference.
Let's get started with our driver list. Within any given class, cars will be ordered based on the lowest car number within each team.

DPi class:

JDC-Miller Motorsports:
5 - Sebastien Bourdais (this particular car may also be referred to as JDC-Mustang Sampling Racing)
85 - Matheus Leist / Tristan Vautier
While Sebastien Bourdais' falling out of a full-time Indy ride in 2020 is one of the biggest heartbreaks of the offseason, the multi-time Rolex class champion (winning in both prototype and GT cars, his most recent being in GTLM with Chip Ganassi in 2018) couldn't have found a better outside alternative, picking up a full time ride with some old friends on the Mustang Sampling team. The 5 car always contends at Daytona, and Bourdais will have a fire lit under his seat to ensure his migration will not be in vain. The JDC Banana Boat also picks up a second Indy name in Matheus Leist who may too be seeing the Rolex as a chance to shine when his Indy efforts cannot. This is his first big opportunity to show off in a sports car, and he's surrounded by a fine team to help him out, including Vautier contributing to a fifth place finish in last year's running.
Acura Team Penske:
6 - Juan Pablo Montoya/Simon Pagenaud
7 - Helio Castroneves/Alexander Rossi
The champs are here! Montoya and Pagenaud are fresh off of big trophies in their 2019 full-time efforts, with an IMSA DPi title for JPM and the Indy 500 for Pagenaud--and let's not forget those other four Baby Borgs amassed by the 7 team either. Both cars retain their Rolex trios from 2019, and for Montoya and company, that means three wins and seven straight podiums en route to their title. While Castroneves was part of a winless campaign, his car still picked up a quintet of podiums including bookending thirds at Daytona and Road Atlanta. Now that Penske has shown he has championship-winning material in his sports car team, this is the time to double down and prove they're in it for the long haul.
Wayne Taylor Racing:
10 - Scott Dixon/Ryan Briscoe
Uh oh. Chip Ganassi has folded his IMSA GTLM team due to Ford's withdrawal from GT factory racing. But uh oh. The best friends from down under have found a new ride together for one of the baddest prototype teams on the block. A waterlogged Rolex victory was surprisingly the only win of the season for the Taylor crew, and having picked up Briscoe as a full-time driver and Dixon as an enduro ringer, you know they're ready to make up for that. While their Ganassi GTLM car only combined for an average finish of fourth in Dixon's three 2019 starts, the last of those was a runner-up at Petit Le Mans. Briscoe himself was no slouch in the two-man races, contributing to a pair of wins at Lime Rock Park and Road America. Surely any challenger ready to take over the DPi throne at Daytona will need to contend with the 10 car along the way.
BONUS CONTENT! Might I add that not only has Dixon become a new father, but he's also going for the Daytona/Bathurst double? Usually when people talk about a 36 hour sports car sweep, it's in reference to the 24 Hours of Daytona and 12 Hours of Sebring, as the two events often go hand in hand given their temporal and physical proximity to each other. But the Liqui-Moly Bathurst 12 Hour has become of the biggest GT events of the year and given the fact it usually takes place one week after the Rolex 24, a lot of Daytona drivers have been stepping up to run at Mount Panorama, and vice versa, for a chance to win two equally demanding races in radically different environments in rapid succession.
It's understandably uncommon for drivers with prototype rides to attempt the double due to the GT-only status at Bathurst, but having Dixon's name on the Bathurst entry list opens up the potential to not just claim victory in both events, but claim overall victory in them. Tristan Vautier was the last IndyCar driver to run the double, having run both races in 2018 including second overall at Bathurst with a pro-am class victory, but Dixon is a true motorsports super-heavyweight whose ANZ affiliation is well known, and he stands an excellent chance to arrive in Australia with a win in the first leg under his belt. Dixon will be running for the Aston Martin R-Motorsport team who just also happened to finish second overall in 2019, only losing the lead in the last fifteen minutes. A great run on the mountain could influence many more prototype-oriented drivers to do the same in the future. Given that drivers are often told to beware the new father on the racetrack, these scenarios can only seem to give Dixon even more motivation behind the wheel. A lot of fans surely ought to be looking forward to the potential of an unprecedented overall sweep. END BONUS CONTENT
Whelen Engineering Racing:
31 - Mike Conway
2019 was a missed opportunity for Conway who was originally scheduled to run with the now JDC-Mustang Sampling car before passport issues prevented him from making it to Daytona, with his two eventual enduro starts resulting in a disappointing sixth and seventh. Nonetheless his relationship with Mustang's ex-team car remains strong for the new decade, having ran with them before in 2017 and 2018, and the team comes in with plenty of momentum having claimed second in the 2019 DPi standings with a big win at Petit Le Mans and the North American Endurance Cup to boot (including top twos at Daytona and Sebring). Perfect grounds for a bounceback.
Mazda Team Joest:
55 - Ryan Hunter-Reay
Daytona welcomes back RHR after having taken 2019 off from sports car competition, save for a non-enduro one-off at Mid-Ohio with Mazda. It was a solid third place effort though, and helped lead Mazda into a streak of three combined wins between their two car team. Even though Joest will be departing their partnership with the team mid-season, the results are finally there and it's time for the team to step up into being regular contenders at the endurance events after a 1-2 at Watkins Glen. Could 2020 be the year the meme team becomes the dream team?

LMP2 class: (Note - this is currently excluding James Davison who has been withdrawn from the driver lineup for the Rick Ware Racing 2 car. I will make sure to reincorporate him if he gets a new seat somewhere.)

Tower Motorsports by Starworks:
8 - Ryan Dalziel
Starworks continues to live the nomad's lifestyle in sports cars, transitioning back into a prototype role after running 2019 as a GT Daytona team. While the team abandoned a full-season campaign after five rounds last year (only scoring a best finish of sixth at Belle and failing to crack the top ten in their two NAEC starts), a resurgent LMP2 class can be the land of opportunity for anyone this season. And let's also reiterate a fact I pointed out last year that Dalziel and Starworks have won at Sebring with an LMP2 ride, so they're certainly comfortable in their new old environment.
Era Motorsports:
18 - Nicolas Minassian
With Minassian, another oddball CART/CCWS name from the 2000s shows up in the LMP2 entry list, in yet another full-time team joining the class. He comes into this season having spent 2019 mostly in an executive position for IDEC, a European Le Mans Series LMP2 team whose championship winning car included Ganassi sports car legend Memo Rojas on their roster, but he did get in a start as a substitute driver at Barcelona, helping bring the car home a respectable fifth in a deep class. As for this new team, Era's original plan was to co-op with DragonSpeed before declaring their intent to go solo. Speaking of...
DragonSpeed:
81 - Ben Hanley
DragonSpeed continues their North American ventures in 2020 with repeated efforts in the IndyCar and IMSA ranks to pad their European resume. It was yet another solid season for the team out in Europe, with Hanley chipping in to a win at the season opener at Paul Ricard while also helping the team's LMP1 efforts in WEC. In DragonSpeed's LMP2 WEC efforts (without Hanley), the team opened up 2019 with podiums at Sebring and Spa-Francorchamps before a disappointing retirement at Le Mans. The team has chosen to shelve their WEC team for the 2019-2020 season, allowing them to focus all their sports car efforts into their LMP2 machinery.
~~

GTLM class:

Rahal Letterman Lanigan Racing:
25 - Colton Herta
Fear it. Run from it. In North America, the Big Boi M8 still arrives. Rahal Letterman Lanigan didn't have a flashy season in 2019, but Colton Herta still contributed to the 25 team's two lone podiums. The win at Daytona is by far the better known of the two, but there was also a third place finish at Petit Le Mans worth mentioning. Let's also not forget that the win at Daytona was influenced very much due to the heavy rains that impacted the second half of the race, and it's not unreasonable to think that rain could play a role in this year's running as well. Herta's talent was no fluke last year, and his stunning domination at Laguna Seca sealed the deal. Having retained two of his three co-drivers from last year's efforts, Herta has reason to believe he can help RLLR defend their crown.
~~

GTD class:

GRT Grasser Racing Team:
11 - Franck Perera
19 - Katherine Legge / Ana Beatriz (AKA Bia Figueiredo) (this particular car may also be referred to as GRT GEAR Racing Team)
Is it possible to be a two time defending class winner and still be looked at as a tentative favorite at best? Considering the depth of the GTD class and the fact that Grasser's winning car was a part-time entry in both of those seasons (including Perera's win in 2018), yes it can be. The 11 car, without Perera in 2019, went one and one and done, peacing out of IMSA after wins at Daytona and Sebring to put their focus back into their overseas campaigns, as they will again in 2020. A crash in the Roar Before the 24 sessions has also put a bit of a hurdle into their efforts, but they've been a pleasant surprise before and have reason to come back strong.
Meanwhile, the 19 car is one of two full-time IMSA efforts Grasser will contribute to in co-owned ventures. Legge and Beatriz had planned to team up again in an all-ladies' car after partnering in a similarly oriented ride at Daytona in 2019 for Michael Shank and company, which also included Indy veteran Simona de Silvestro. (Beatrix has since been replaced in this car.) The recent dominance of Lamborghini at both Daytona and its namesake class cannot be understated, with Grasser's aforementioned victories eventually contributing to a class manufacturer's title, and Legge will be running full-time with GTD fan favorite and former champion Christina Nielsen to boot. While the two could only muster season best finishes of fourth at Watkins Glen and sixth at Mosport and Laguna Seca, their prior successes on other teams, developing chemistry, and manufacturer change gives them plenty of opportunity to improve on their stat line for this season.
AIM Vasser Sullivan:
12 - Townsend Bell
14 - Jack Hawksworth
AVS comes into the Rolex 24 with the potential to just pop into the picture as they often do. Bell resumed a full-time GTD driving career in 2019 picking up four top fives in his first six starts (a second place at Daytona being one of three podiums) before trailing off at the end of the year, while Hawksworth got two early wins at Mid-Ohio and Belle Isle en route to sixth in the GTD standings. However, it's their co-drivers that might make the most noise in favor of their efforts at the Rolex: Bell has the assistance of Supercars star Shane van Gisbergen, who always shines in endurance events at home and abroad, and Hawksworth will get reigning NASCAR Cup Series champion Kyle Busch...who is still considering an Indy 500 ride in his future. As someone who has counted Alonso's name before for one example, let me say that Busch could be a legitimate addition to this list by the time race day comes around, if not next year's...
Heinricher Racing with Meyer Shank Racing:
57 - AJ Allmendinger
Death, taxes, and AJ Allmendinger running the Rolex 24 at Daytona with Michael Shank. After a fourth place finish at the Rolex and Shank winning the GTD drivers' championship last year, there is no surprise the streak continues into 2020. Although a win at Watkins Glen was the only podium finish in a NAEC event for the then-86 team, they struck hard in the shorter races including a set of four second place finishes (Mid-Ohio, Mosport, Lime Rock, Virginia International). Back over in the NASCAR world, Allmendinger continued to maximize his strengths, winning on the Charlotte roval in the Xfinity Series in his most recent start, a fine way to keep one's muscles flexed for this event. He also had a third place finish on the traditional Daytona oval last summer, but that car didn't pass post-race inspection; despite the disqualification Allmendinger himself made great moves all night and showed many just how strong he still is in a high throttle discipline. With Lambo pipping Acura in the manufacturers' standings, Shank's team only has more motivation to sweep the GTD championships for 2020.
~~
Suggested links for additional reading, listening, and viewing pleasure:
/USCR and /WEC
/WEC Discord
Endurance Chat - The official podcast of /WEC and company, with their fifth season about to kick off. Here's this year's Daytona episode!
Andy Blackmore's Spotter Guides - 2019 guide for reference. Always a useful tool to help check out the cars on track!
2020 guide
https://www.imsa.com/ - Official site for IMSA and all its series.
IMSA Official - The official YouTube channel for IMSA. Race footage typically contains raw video feeds combined with Radio Le Mans commentary track.
LiveScoring.us and Wytham Live Timing Aggregator - T&S alternatives to the IMSA feed. Choose LiveScoring if you like minimalism and efficiency, or Wytham if you like detail and interaction, including the ability to delay your scoring feed to sync with your viewing experience.
EDIT: 1/22/20, 12:03 AM EST - Rick Ware Racing officially scratched from entry list; James Davison will not appear in the running. Links for Endurance Chat and Blackmore spotter guide added.
EDIT: 1/23/20, 10:03 AM EST - Ana Beatriz replaced in GEAR GRT car.
submitted by Yoshiman400 to INDYCAR [link] [comments]


2019.10.16 21:41 PeterMacakay-1990 Subaru: From a farmer's workhorse to a rally legend

“Win on a Sunday, sell on a Monday”. For years, this was the rationale for automotive manufacturers entering into competitive motorsport. Looking back through rose tinted spectacles, there have been some innovative and cunning examples of filling showrooms with cars emulating their race car twin. Volvo T5 estate cars launching over kerbs in the BTCC, Porsche 911 GT3’s carving the perfect line around Watkins Glen’s fast, sweeping curves, Mini Cooper Countryman buggies devouring the desert in the Dakar Rally or even Jim Clark dancing a Lotus Cortina around Brands Hatch on three wheels. However, The World Rally Championship claims the crown for spawning some of the most desirable road cars ever built and in one particular case, transforming a brand’s image seemingly overnight.
At the beginning of the 90’s, Japanese manufacturer Subaru had cut a tidy niche in the lucrative British car market. Rugged, bulletproof cars which could be thrashed around a farm filled with sheep, muck and old collie dogs until they eventually fell apart generations later, that was Subaru’s forte. 4 wheel drive Subaru Legacies were as loyal and dependable as a black Labrador and as eternal as a Patek Philippe Swiss watch
Unsurprisingly, at the time, Subaru’s never featured on any teenager’s bedroom wall. These were still plastered with white Lamborghinis outside a Miami beach club. An Oxfordshire engineering firm, an explosively talented young Scotsman and a former world champion co-driver turned entrepreneur were about to change all of that.
Subaru chose Prodrive to campaign their cars in British rallying with the view to eventually progress to world championship level. David Richards’ Banbury boffins were the ideal partner to transform these agricultural workhorses into fire spitting monsters that burbled like a snoring Sir Tom Jones after a bottle of single malt scotch.
In 1993, Prodrive took delivery of Subaru’s latest model that would replace the outgoing Legacy out on the stages, the Impreza. Scandinavian genius, Ari Vatanen, debuted the radical new group A Impreza at the notorious 1000 lakes rally in Finland, finishing in second place overall. Ari’s extraordinary commitment and finesse over Finland’s infamous, terrifying jumps delivered the dream start for the boys in blue and gold. Spanish ace, Carlos Sainz, would clinch the cars first rally win on the brutal Acropolis rally in 1994. Clearly, the “555” Subaru Impreza had all the DNA of a true thoroughbred world rally car. Scottish rallying hero, Colin McRae, cemented the Impreza’s sporting legacy with 20 rally wins and a world championship triumph in 1995 behind the wheel of various iterations of the boxer engine rally legend.
An explosion in British car culture had been triggered. McRae’s on stage antics plucked the Subaru brand from farmyards and cattle sales, to b roads and boy racer car park meets. Subaru clearly spotted an opportunity and exported high performance “WRX” and “STI” versions of the Impreza to the UK. All of a sudden, a whole new world of affordable performance was unlocked for petrol heads up and down the British Isles.
As McRae became a national hero, so did the Impreza. Porsche rivalling speed, 5 seats, a boot and best of all, gold wheels! The Subaru Impreza WRX road car delivered all of the authentic flat 4 burble that propelled McRae to all those wins. So vivid is my memory of lying in bed as a young boy listening out for that instantly recognisable growl of a highly tuner boxer engine, echoing down the glen a few miles from our home. At the turn of the millennium in rural parts of Scotland, the distinctive Subaru growl was never far away.
My fondest memory of childhood involved McRae and the Impreza in 1995. My Mother and I gazed at the television with pure elation as Colin mesmerized the capacity crowd at Chester race course while he celebrated his miraculous world championship triumph. Co-driver Derek Ringer grinned from the passenger seat like the famous feline of the English county chosen to conclude the famous RAC rally. McRae vigorously rotated his 555 Impreza over and over again, destroying his knobbly gravel spec Pirellis with the saltire flag proudly extended out the window of the Banbury built bullet. From that day on, at 5 years old, a Subaru Impreza was the car I would always aspire to.
On Christmas day a couple of years later, my dream came true. A blue and gold 1997 McRae/Grist Impreza WRC. It may have just been a toy slot car but a season’s worth of trademark spectacular “McCrash” re-enactments had already taken place on my bedroom Scalextric stage before I was eventually dragged to breakfast. I suspect that many others from the “Gran Turismo” or “Colin McRae rally” Playstation generation will also have very fond memories of the Impreza. Current skyrocketing values of the most desirable special edition Imprezas like the Prodrive built P1 or the exotic 22B shout loud and clear just how fondly remembered and revered these rally replicas are in the UK.
In 2000, the Prodrive P1 limited edition run of 1000 Sonic Blue cars were released to the UK market only. Developed by the Oxfordshire firm that had been so instrumental in Subaru’s WRC success and boasting a silhouette and stance so reminiscent of the rally car, desirability levels were off the scale. Lightweight O.Z racing wheels, a comically large rear spoiler, devastating power and most importantly of all that rock star soundtrack, the P1 had it all. Today, nearly 20 years later, a well driven P1 could keep pace with any of the current crop of hot hatchbacks in its favourite country road habitat. A boast even a mid engine Ferrari of the time would struggle to emulate. No wonder then that a low mileage Impreza P1 will now set you back £40,000 at time of writing.
Without McRae’s flat out heroics in the WRC beaming around the UK on BBC Grandstand combined simultaneously with a Subaru road car range that so closely emulated Colin’s WRC steeds, Subaru’s would still be stuck out on the farm, well off the petrol head radar. This brand image transformation will go down in history as one of the finest deployments of marketing dollars in motorsport that we have ever seen.
submitted by PeterMacakay-1990 to subaru [link] [comments]


2019.09.22 18:55 nameless0711 Forza Motorsport 6 Player's Needed! Clean Racing group Being Formed!

Forza MotorSport 6 'Clean Racing' group Being Formed!

Ever since Xbox released Forza MS 6 for free to Gold Members I've become fully immersed within the "Sim"/IRL racing universe… However, I am in my earliest stages of development and only own “Forza MS 6” w/ the DLC(And a bunch of old racing games not worth mentioning). Considering that, I am in dire need of some like minded gamers to practice Racing 'essentials'/"fundamentals" along with.... Any time you are willing to sacrifice or could spare to give me some deeper insights on the nuances of simulated racing... Why even on every track(S-Class) I am roughly 0:10.000sec away from the current World record... Not to brag but I went through the entire S class division and posted times on each full circuit(& a few popular Alt. Circuits for each track) and scored at least anywhere from under under %2 - %1 of the Worldwide scores(Meaning I will not be a waste of your time) ... If you are not interested just pass the word around to anyone who might need a PartneTeammate/Competitor or just someone who is even down just to chill and talk racing while watching Top Gear or some other Racing Simulator(Not that I consider FMS7 a sim whatsoever, But its all I have...smh)
I appreciate your time.... I'm usually on FM6 for 3 or 4 hours a day and usually just leave it AFK.in-between playing... So feel free to message me even if its a few months from now because I plan to continue my aspirations to be able to compete against other Top 'Sim' Racers.... My dream is to actually get a chance to drive some of the incredible "Race-Spec" or even normal production models that continue to astonish myself,and many others, with Automobile-Technologies rapid onset into the status-quo of our American-Automobile ran society.... But I digress...
I am truly fascinated with cars but considering my early Parental Divorce, which caused my dreams of owning a vehicle as many children do, simply deferred, forever it seems... And the lack of a steady Job or even a part time job that does not end in Degrading said individual(Which I've been through more than I'd like to remember),wouldn't even scratch the sort of bills my family I currently have... I'd rather not get into it; But In some sick sort of way I think there is a potential to attempt to access either a group of other highly skilled racers that can impart essential knowledge(NOT THE STUFF JUST ON YOUTUBE... {Been there and done that... Not to say its useless}, Thing is I have questions about specific formula variables that these videos just glance over w/o clearly stating exactly what each variable(i.e. X-1 = Y{X is a variable to solve for Y){In Regards to determining many different Tune measurements... But thats not all...I find it quite off how hard it is to just get a screenshot of a good Tune for a specific type of car class.... Sure would help creating Tunes from scratch if we know the optimal ranges dictated by similar Tunes that are "Locked"? Like I get we cant change them but are you kidding me!? ...
=============================================================================================================
I have been making detailed lists of [Best Cars/Track(S-Class) w/W.R. & P.B.] and I just finished the 'S'-Class...(*Diagram Below)
_____________________________________________________________________________________________________________________________________
Key : G.P.C.= Grand Prix C. C. = Circuit

*Note - Many of the vehicles that are capable of setting records are not easily controllable resulting in even more that 10sec differences...
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Nurburgring:F.C
WR = 8:10.696(512 BB/LM)
PB = 9:14.219(Ferrari F50)
Tune = RUNIN TINGZ:F50
F.C.*(Rain)
WR = 8:53.950(512 BB/LM)
PB = 10:22.067(Dodge '08)
Tune = TX3 Lightning:speed bea
Nordschleife
WR = 6:32.431(512 BB/LM)
PB = 7:29.970(512 BB/LM)
Tune = RUPTEUR Rs:Nurb 1
============================
Circuit de Catalunya:F.C.
WR = 1:45.817(KTM X-Bow)
PB = 1:54.589(KTM X-Bow)
Tune = PPS BEASTMODE:blah
============================
Prague:F.C.
WR = 1:45.286(KTM X-Bow)
PB = 1:57.798(KTM X-Bow)
Tune = PPS BEASTMODE:GOD
============================
Bernese Alps:Festival C.
WR = 1:38.142(512 BB/LM)
PB = 1:46.026(Dodge Viper '08)
Tune = nyko88:S
Stadtplatz C.
WR = 1:20.232(512 BB/LM)
PB = 1:26.491(Dodge Viper '08)
Tune = nyko88:S
Club C.
WR = 1:13.861(KTM X-Bow)
PB = 1:18.889(Dodge Viper '08)
Tune = nyko88:S
============================
Laguna Seca:FC
WR = 1:21.450(Alfa 33 Stradale)
PB = 1:32.815(KTM X-Bow)
Tune = PPS BEASTMODE:cange..
============================
Circuit de Spa:F.C.
WR: 2:14.469(Alfa 33 Stradale)
PB: 2:32.889(512 BB/LM)
Tune: RUPTEUR Rs:SPA
============================
Le Mans:F.C.
WR = 3:41.260(Lotus Espirit '02)
PB = 4:06.296(Lotus Espirit '02)
Tune = RZM Chriz:Monza WR.
Classic C.
WR = 3:18.463(Lotus Espirit '02)
PB = 3:37.371(Ford GT '05)
Tune = TX3 Paps:V2
============================
Sanoma:F.C.
WR = 1:27.564(KTM X-Bow)
PB = 1:37.976(KTM X-Bow)
Tune = JSR Rayzer JDM:TheWor.
============================
Monza:F.C.
WR = 1:39.128(Lotus Espirit '02)
PB = 1:54.922(Lotus Espirit '02)
Tune = RZM Chriz:Monza WR
Short
WR = 0:44.040(Alfa 33 Stradale)
PB = 0:47.163(Porsche 718)
Tune = TXR IPopeye:MONSTER.
F.C.alt
WR = 1:30.449(Lotus Espirit '02)
PB = 1:39.955(Lotus Espirit '02)
Tune = DHX1 SPEEDSAU83:powe
============================
Brands Hatch:G.P.C.
WR = 1:22.571(Alfa 33 Stradale)
PB = 1:31.519(KTM X-Bow)
Tune = JSR Rayzer JDM:TheWor.
============================
C.of the Americas:G.P.C.
WR = 2:05.080(KTM X-Bow)
PB = 2:20.309(Lotus Elise '99)
Tune = Neoact GT:Beast elise v2
============================
Daytona:Sports Car C.
WR = 1:35.729(Lotus Espirit '02)
PB = 1:48.592(Lotus Espirit '02)
Tune = RZM Chriz:Monza WR
============================
Hockenheimring:F.C.
WR = 1:38.010(Alfa 33 Stradale)
PB = 1:48.540(KTM X-Bow)
Tune = PPS BEASTMODE:GOD
============================
Homestead:Speedway C. Alt.
WR = 0:38.370(Porsche 718)
PB = 0:41.562(512 BB/LM)
Tune = Venom3548:S800 Power
============================
Indianapolis M.S.W:G.P.C.
WR = 1:18.913(Alfa 33 Stradale)
PB = 1:30.268(Doge Viper '08)
Tune = TX3 Lightning:#1 viper
============================
Lime Rock:F.C.
WR = 0:48.240(#23 Formula E)
PB = 0:54.767(KTM X-Bow)
Tune = JSR Rayzer JDM:TheWor..
============================
Long Beach:F.C.
WR = 1:16.165(Alfa 33 Stradale)
PB = 1:27.002(Lotus Elise '99)
Tune = EMW Mayhem II:S CLASS
============================
Mount Panorama C.:Bathurst C.
WR = 1:56.657(Porsche 718)
PB = 2:13.008(Porsche 718)
Tune = TX3 Shelby:NEW TX3
============================
Rio de Janeiro:F.C.
WR = 2:04.140(KTM X-Bow)
PB = 2:23.145(KTM X-Bow)
Tune = PPS BEASTMODE:GOD
============================
Road America:F.C.
WR = 2:01.632(Porsche 718)
PB = 2:15.391(SRT Viper '13)
Tune = TX3 LIGHTNING:RA speed
============================
Road Atlanta:F.C.
WR = 1:17.383(Lotus Elise '99)
PB = 1:26.251(Dodge Viper '08)
Tune =
============================
Serbing:F.C.
WR = 1:58.487(Porsche 718)
PB = 2:11.300(SRT Viper '13)
Tune = PPS IVORBIGUN:SPEED
============================
Silverstone:G.P.C.
WR = 1:58.579(KTM X-Bow)
PB = 2:11.989(KTM X-Bow)
Tune = TX3 LIGHTNING:FORZA
============================
Top Gear:West
WR = 0:28.165(Alfa 33 Stradale)
PB = 0:31.346(Alfa 33 Stradale)
Tune = FRF DJ MOURA:TOP GE.
============================
Virginia Int. Raceway:Full
WR = 1:43.867(Porsche 718)
PB = 1:57.629(512 BB/LM)
Tune = GTz LiQuiD:test
============================
Watkins Glen:F.C.
WR = 1:45.025(KTM X-Bow)
PB = 1:53.822(#71 512 BB/LM)
Tune = GTz LiQuiD:test
============================
Yas Marina:Full
WR = 2:07.109(Porsche 718)
PB = 2:19.813(SRT Viper '13)
Tune = AMS RoadRunner:AMS C.
============================
The Vehicles used to achieve these W.R.'s is not the only viable Vehicle per track! In Fact Most of my PB's are done using a more commonly used Cars listed on the individual tracks "Leaderboard" Before/After Start/End of race...I will then look for a tune for the car I chose within the top 100 Top Scores(Although if you are slkilled at tuning/upgrading vehicles then It will likley be the best option as you can always modify the different enhancements that best suit the course your are practicing/racing on)
So If you have any info on the best cars per track for "A-Class,""R-Class","P-Class" or "X-Class", I'm sure it would save people a lot of hassle especially considering the almost Infinite number of 'combo's' one can create w/ all the available upgrades. I managed to Record all the W.R.(World Record)s of all the main F.C.'s(Full Circuit's) and my own PB(Personal Best). I've also recorded the "Tune" I use to set my P.B. In case someone else wants to try it(Lots of the individuals on the Top 100 Leader board for whichever track you are currently doing have a variety of Records/Cars/Scores; and ntm the tunes they used often can be downloaded here[*Depending if the Author made it available]) Although I don't usually go on like this so to sum it up....Basically this was a whole diatribe of my issues with Tuning/Upgrading/Racing/Shifting/Braking & Trail Braking/and Optimal Paths... but mainly I just need a few good men{or Woman} That has experience to help me and are willing to mssg me ...Hit me up on Xbox if ur down 2 play.... GT: nameless0711 .....
PS Considering penalties do not come it play until FM7 If you want to play you have to at least attempt clean racing(i.e No Massive Lunges w/contact{*No Contact means a clean pass; No Major postion overtakes until exiting 'Turn 1';No Players with poor Internent quality{i.e. Rubberbanding}; You must abide the 'track limits'{Mistakes happen but if it becomes apparent 1 or more individuals cutt 'Track Limits' they will be kicked}And Last but not least... Use your car to drive! Not to Ram! Any single Blataint act of aggression by hitting an opponent with your vehicle OR rejoining after crashing without properly merging is an automatic kick.... Depending on the community they will decide how much patience is substantial before taking further action....
Email: [[email protected]](mailto:[email protected])
YouTube: https://www.youtube.com/nameless0711
Xbox Live GT: nameless0711
Lemme know if anyone's interested.... I appreciate you taking the time to read this...
PS... I have been making detailed list of [Best Cars/Track(S-Class) w/W.R. & P.B.] and I just finished(*Diagram Below) so If you have any info on the best cars per track for "A-Class,""R-Class","P-Class" or "X-Class", I'm sure it would save people a lot of hassle especially considering the almost Infinite number of 'combo's' one can create w/ all the available upgrades. I managed to Record all the W.R.(World Record)s of all the main F.C.'s(Full Circuit's) and my own PB(Personal Best). I've also recorded the "Tune" I use to set my P.B. In case someone else wants to try it(Lots of the individuals on the Top 100 Leader board for whichever track you are currently doing have a variety of Records/Cars/Scores; and ntm the tunes they used often can be downloaded here[*Depending if the Author made it available])
So i just finished a bunch of lengthy sessions with a few guys... They are both clean and competitive so it wont just be me you will be racing(even tho ill probably be there just to confirm that the few of you can race 'clean'(i.e. no 'Purposely' hitting other Racers while passing(May Require "returning" a previously gained position(s),mainly being determined by the players as cooperation is vital for this Group to succeed as Forza MS6 has no penalty system) This also means refraining from major 'Track Cuts' i.e.~ 'Purposely' track cutting; Especially certain ridiculously exploitable 'Chicanes' (That often cause most to speed up rather than slow down... smh) Players must realistically fight for positions as well as advance their personal ranking within Monthly Leagues*...
If I can get a decent roster with a handful enthusiastic participants I'd love to Host a Monthly Tournament(Endurance/Different track per month with 'Daily-Dynamic' Weather Random Occurrences) I will Record with the little equipment I have but I'm really there to compete commentate, and make these tournaments something special. After a week or two,(10/01/19 at the latest) I will make a follow up post with members and their rankings within the Clan...
The actual name of our 'Sim Racing Team' is still up for debate and will likely come down to a vote... If you have Forza:M6 and are interested in a bit of Fun and want to meet some like minded "Petrol Heads" like yourself... Then what are you waiting for? Just contact me below and I'll be sure to add you!
UPDATE I am continuing to take more players... So just shoot me a mssg, preferably via reddit/Twitter or Email = @nameless0711 .I'm usually nearby my XboxONE so feel free to Just mssg me whenever is clever... Peace....
 ~ nameless0711 
submitted by nameless0711 to forza6 [link] [comments]


2019.06.11 01:26 pistol-whipped Watkins Glen Pulls Out! Festival in Jeopardy Again!

Watkins Glen Pulls Out! Festival in Jeopardy Again!

TMZ:
It's not looking good for Woodstock 50 again -- the music festival doesn't have anywhere to set up shop.
The hammer dropped Monday afternoon when Watkins Glen International -- an upstate NY race track -- terminated Woodstock 50's site license ... leaving the troubled concert without a home. The racetrack cited its contract with Woodstock 50 as its reason for scrapping the permit.
It's terrible news for fans who were still holding out hope the festival would actually get off the ground on the heels of major money issues nearly shutting it down.
As we've reported ... Woodstock 50's previous financial backer, Dentsu, tried canceling the event altogether. Woodstock 50 recently found a new partner to bankroll the project, and organizer Michael Lang has vowed the show will go on, but Monday's news appears to be the knockout punch.
The clock is ticking, and right now you'd have to say ... it's gonna be difficult to host a music and arts fest in August without a venue.
submitted by pistol-whipped to Woodstock [link] [comments]


2019.04.30 20:37 NerfSideLongBeach Woodstock Response

“Dear Woodstock Friends
It seems in a way that history is repeating itself. In July of 1969 we lost our site in Walkill and with only a month to go we managed to move to Bethel. Woodstock was going to happen no matter what!
This time around, Woodstock’s new hometown, Dix & Watkins Glen, NY and New York State have been really wonderful. I went door to door to talk to the neighbors. Some remembered Summer Jam back in ’73 and were worried about history repeating itself. But they opened their doors to us and we talked it out. Many of those people have reached out over the last 24 hours with messages of hope and encouragement. The venue, Watkins Glen International, have been totally supportive and professional.
Yesterday, our financial partner, Dentsu-Aegis, made the decision to pull out and informed us that they were cancelling the festival at the same time they let the press release go public. We have yet to understand why they would try to prevent the festival from happening by seemingly undermining us in this way. It is one thing to decide for oneself that it is best to move on, but it is entirely another thing to try and close the door on us.
Yesterday, I couldn’t help but relive that moment 50 years ago – it was “ déjà vu all over again”! Supporting the principles of activism and sustainability are too important to be derailed by shortsighted partners. We continue our work with NYS, Schuyler County and various parties to keep things on track.
Woodstock never belonged to Dentsu, so they don’t have a right to cancel it. Woodstock belongs to the people and it always will. We don’t give up and Woodstock 50 will take place and will be a blast!
Thanks for Listening, Michael”
submitted by NerfSideLongBeach to festivals [link] [comments]


2019.04.30 20:37 cheprekaun Woodstock 50 is back on... ? E-mail from the organizers

Dear Woodstock Friends
It seems in a way that history is repeating itself. In July of 1969 we lost our site in Walkill and with only a month to go we managed to move to Bethel. Woodstock was going to happen no matter what!
This time around, Woodstock’s new hometown, Dix & Watkins Glen, NY and New York State have been really wonderful. I went door to door to talk to the neighbors. Some remembered Summer Jam back in ’73 and were worried about history repeating itself. But they opened their doors to us and we talked it out. Many of those people have reached out over the last 24 hours with messages of hope and encouragement. The venue, Watkins Glen International, have been totally supportive and professional.
Yesterday, our financial partner, Dentsu-Aegis, made the decision to pull out and informed us that they were cancelling the festival at the same time they let the press release go public. We have yet to understand why they would try to prevent the festival from happening by seemingly undermining us in this way. It is one thing to decide for oneself that it is best to move on, but it is entirely another thing to try and close the door on us.
Yesterday, I couldn’t help but relive that moment 50 years ago – it was “ déjà vu all over again”! Supporting the principles of activism and sustainability are too important to be derailed by shortsighted partners. We continue our work with NYS, Schuyler County and various parties to keep things on track.
Woodstock never belonged to Dentsu, so they don’t have a right to cancel it. Woodstock belongs to the people and it always will. We don’t give up and Woodstock 50 will take place and will be a blast!
Thanks for Listening, Michael
What a fucking debacle this is.
submitted by cheprekaun to festivals [link] [comments]


2019.04.30 20:31 ithinkplantsaregreat Email from Michael Lang

Dear Woodstock Friends
It seems in a way that history is repeating itself. In July of 1969 we lost our site in Walkill and with only a month to go we managed to move to Bethel. Woodstock was going to happen no matter what!
This time around, Woodstock’s new hometown, Dix & Watkins Glen, NY and New York State have been really wonderful. I went door to door to talk to the neighbors. Some remembered Summer Jam back in ’73 and were worried about history repeating itself. But they opened their doors to us and we talked it out. Many of those people have reached out over the last 24 hours with messages of hope and encouragement. The venue, Watkins Glen International, have been totally supportive and professional.
Yesterday, our financial partner, Dentsu-Aegis, made the decision to pull out and informed us that they were cancelling the festival at the same time they let the press release go public. We have yet to understand why they would try to prevent the festival from happening by seemingly undermining us in this way. It is one thing to decide for oneself that it is best to move on, but it is entirely another thing to try and close the door on us.
Yesterday, I couldn’t help but relive that moment 50 years ago – it was “ déjà vu all over again”! Supporting the principles of activism and sustainability are too important to be derailed by shortsighted partners. We continue our work with NYS, Schuyler County and various parties to keep things on track.
Woodstock never belonged to Dentsu, so they don’t have a right to cancel it. Woodstock belongs to the people and it always will. We don’t give up and Woodstock 50 will take place and will be a blast!
Thanks for Listening, Michael
submitted by ithinkplantsaregreat to Woodstock [link] [comments]


2019.04.29 20:00 autotldr Woodstock 50th Anniversary Festival Canceled

This is the best tl;dr I could make, original reduced by 0%. (I'm a bot)
The Woodstock 50th anniversary festival has been canceled.
The three day music event that was meant to honor the original Woodstock was set to take place the weekend of Aug. 16 in Watkins Glen, N.Y. Some of the rock artists set to perform were Robert Plant, Black Keys, Greta Van Fleet, The Killers and more.
Dentsu Aegis Network was funding the festival and released a statement earlier today.
"It's a dream for agencies to work with iconic brands and to be associated with meaningful movements. We have a strong history of producing experiences that bring people together around common interests and causes which is why we chose to be a part of the Woodstock 50th Anniversary Festival. But despite our tremendous investment of time, effort and commitment, we don't believe the production of the festival can be executed as an event worthy of the Woodstock Brand name while also ensuring the health and safety of the artists, partners and attendees."
"As a result and after careful consideration, Dentsu Aegis Network's Amplifi Live, a partner of Woodstock 50, has decided to cancel the festival. As difficult as it is, we believe this is the most prudent decision for all parties involved."
Tickets for the festival were originally set to go on sale April 22, but news broke last week that the sale was being delayed.
Summary Source FAQ Feedback Top keywords: festival#1 Woodstock#2 set#3 sale#4 partner#5
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2019.04.26 13:31 sweatystartup Why did I move to Athens GA?

From 2013-2017 my partner and I rented a small apartment in Boston as our company "office" and went there very day with our employees. We were still very hands on and we were most productive together. It was a scrappy time where we really accomplished a lot to set us up for the success we enjoy now.
I switched over to full time self storage development / management in 2017 and have been doing that ever since.
My businesses are now largely location independent. I manage the self storage facility completely remotely and do the majority of my construction related tasks off site and visit each project monthly or bi-monthly.
So when I had my first child and my wife and I got tired of living in a crappy 2 bedroom upstairs apartment with slanted floors and broken down appliances littering the property for $2,000 a month + utilities we started shopping for homes in the Boston area.
Extremely pricey. Not enough homes. Foreign money coming in and buying property to sit empty. We're talking 50 year old homes 45 minutes from downtown Boston without a garage for $750k + $10k a year in property taxes. Crazy stuff and a horrible shopping experience that lasted all of about 2 days before we had an all hands meeting and my partner and I decided to take the company remote.
He wanted to head to Chicago. A lot going on there for a single guy in his 20s and a lot of hometown connections for him.
So where did we want to move? We had no idea. My wife and I were both from small towns (Watkins Glen NY and Leopold IN) so we didn't want to go back home.
The only thing really limiting us was that I needed to be on central or eastern time and near a major airport.
So we approached the decision analytically. Here was the criteria:
  1. East of the Mississippi River
  2. Within 1-1.5 hours of a major airport
  3. Vibrant downtown (preferably a college town that isn't too small and only college)
  4. Warm weather / mild winters
  5. A new build home with 4 bedrooms less than 15 minutes from the downtown scene for under $300k.
My wife loves food, live music, hiking, yoga and she wanted to be able to meet some other couples with young kids. I love craft breweries, college athletics, cycling, fishing, outdoor activities and nightlife when my friends visit.
So there were a lot of cities that fit the bill for the first 4 criteria. It was the last one that took basically all but one out of the equation. We went on a winter tour in January of 2018 and visited Raleigh NC and Athens GA.
Raleigh was too pricey. A home in a decent neighborhood 15 minutes from downtown was going to run $450k+.
So Athens it was. We didn't know anyone within 5 hours and we were going to be 8 hours from my hometown and 14 hours from my wife's.
We bought a 4 bedroom brand new house for $289k 12 minutes from the vibrant downtown area. The taxes are low. The people are super nice. We already have some GREAT friends with a 2 year old as well that we get together with spontaneously all the time.
We're an hour and twenty minutes from the largest airport in the world with round trip straight flights to my work destinations for cheap cheap.
My son's first words were "Go Dawgs". We had a raging company retreat when Auburn played UGA in Athens. Basketball games are electric. The baseball team is #2 in the country right now.
There are 5 craft breweries in town making delicious beer. There are 3 local coffee roasters. 90 bars and restaurants downtown with things going on every night of the week. A great music scene.
Its a pro cycling hub and a lot of amateurs also race so I quickly fit in well and actually founded a cycling team with a friend sponsored by Storage Squad of course.
Our friends and family have been visiting us a ton. My wife's uncle ended up loving athens and actually moved here and her parents are currently shopping for a retirement home here before baby #2 comes in August.
We're 10 minutes from a great bass fishing lake where I take my Hobie Kayak once every few weeks. We're 40 minutes from Lake Hartwell.
Almost a year later my wife and I both love it here and we're very happy with our decision! At the end of the day we looked at it as a low risk move. We weren’t over extending ourselves financially and we could always make a change if it didn’t work out.
If you’re considering starting a new life somewhere I hope this decision making process has helped you!
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2019.03.23 18:55 VixenH89 Game of Thrones’ Iain Glen on the fiery finale and saying goodbye to Emilia Clarke By The Telegraph UK

Iain Glen has played a lot of memorable roles in the past three and a half decades. Those with short memories may think of him as the charming bigamist Alec Wilson in last year’s Mrs Wilson on BBC One; others will know him as the ruthless publisher Sir Richard Carlisle in Downtown Abbey, while those with perfect recall might remind him of his award-nominated Henry V for the RSC in the 1990s. But chances are, when he’s approached in the street these days, it’s by someone who wants a selfie with Ser Jorah Mormont from Game of Thrones.
The HBO series, which airs on Sky Atlantic in the UK, is the world’s most popular TV show, with upwards of 30 million viewers and fans worldwide, including in the Far East, India and South America. Excitement about the imminent final season has been building ever since the season seven finale in August 2017, and is now reaching boiling point.
One abiding memory of Glen will be from the last season, when Jorah, infected with the slow-creeping but deadly greyscale, bites down on a leather strap as the thick, scaly layer that covers his torso is cut away piece by piece with a scalpel. It may not have been his most nuanced performance but the agony on his face made it impossible to look away.
‘I was pretty spaced out,’ he tells me. The prosthetic took eight hours to apply – it had underlayers that would ooze pus and blood as it was sawn off – so Glen had to be on the filming base at 11pm, have make-up applied all night and then shoot a 12-hour day. ‘After what it required, the acting became quite easy,’ he says.
We’re in a photographic studio near the Thames. Glen biked here from his home in south London. ‘I’m addicted to cycling,’ he says. He will even cycle to red-carpet events and park his bike around the corner. ‘I find it a very sterile atmosphere being in the back of a limo… and [cycling] is quicker. I duck and dive, and I’m not somebody who will wait endlessly at a red traffic light. I go up one-way streets the wrong way, too.’
He looks fit and lightly tanned. He was at home in Dulwich, where he lives with his partner, actor Charlotte Emmerson, and their two children, Mary, 11, and Juliet, six, when the scripts for the final season of Game of Thrones landed in September 2017.
‘Security around the series has got more and more fierce,’ he says, ‘to the point where nothing was allowed on printed paper throughout the whole season.’ It could only be accessed online, with extensive security protocols – it wasn’t even allowed on the cast’s own devices.
‘There was a bit of resistance from actors to that,’ he adds, ‘particularly of an older generation.’ He performs a convincing harrumph – ‘“I need to look at my lines, how can I possibly…?”’
When he read the scripts, ‘I felt, “they’ve done it, they’ve pulled it off”,’ he says, ‘that balance of satiating people’s desire for things to be complete, but leaving enough questions in the air for people to try to project forward what world will follow, individually for all the characters and universally for the world that Thrones has occupied.’
Sadness at the end of ‘the best ride in the world’, after almost 10 years of the show, was tangible at the read-through of the series with all of the main cast in Belfast 10 days later.
‘There’s a real sense of loss, it’s like a family… there were lots of tears because it was coming to an end, but real excitement and joy that we were going to shoot it.’ As characters died within the story as they read, it felt to Glen and others as if they were really being lost. ‘We’ve all grown very close to each other.’
The filming would prove to be punishing. An enormous battle scene involving many of the key characters, pitched against the Night King’s invading Army of the Dead, was shot at the set of the fictional castle of Winterfell, in County Antrim, Northern Ireland. It took 11 weeks of night shoots in sub-freezing temperatures, enduring rain, mud, high winds and ‘sheep s—’. Glen has described it as ‘a real test, really miserable’.
The series has been shot in locations around the world, from the snowy wilderness of Iceland’s interior, to the desert shores of Morocco, castles in Spain and the walled city of Dubrovnik in Croatia. It used to be a running joke on set that whenever Glen flew in, it was to one of the sunshine destinations that everyone loved; but last season, he had to film an arduous trek through icefields to attempt to capture one of the undead.
Young actors like Kit Harington (Jon Snow) and Emilia Clarke (Daenerys Targaryen) ‘are made’ by being in the show, Glen says. His storyline has been joined to Clarke’s almost from the start. What was their parting like in real life? ‘We’re friends and we’ll always be friends,’ he says.
‘Emilia went through an extraordinary story arc for herself as a person, and her character. I saw her as a nervous young actress, who had just got this big gig and everyone, [from] directors [down], was saying, “Is this the right actor? Is this how she should look? Does the wig look right?” It’s an incredible amount of pressure and I saw this young girl cope with it incredibly well.
‘She did ask for guidance and invariably I was saying, “Just keep doing what you’re doing.” Emilia’s very gifted, she really has no idea how good she is – she remains very vulnerable but it’s not a destructive vulnerability, it keeps her very focused… She’s [also] a very altruistic, warm person, who was the great generator of social life during Thrones. I’ll always keep an eye on what she’s doing and take pride in it.’
In the series, Ser Jorah is in love with Daenerys. Although Clarke’s character was aged up from the books for TV (in George RR Martin’s novels, she is in her early teens) fans have worked out that Daenerys can still only be 16 or 17 at the start of the show (Clarke was 22 at the time of the first season). ‘There was a point when it was definitely unrequited sexual love,’ Glen says, ‘but I think there’s always been a reciprocated love without the physicality.’
Given that Ser Jorah is in his mid-40s in the show and Glen is now 57, is his love for Daenerys age-appropriate? ‘You have to say that there’s a lot in Thrones that’s not “appropriate”,’ he returns, ‘but it feels plausible for a very different period.’
At the end of season one, Daenerys emerged from her husband’s funeral pyre unburnt and naked, with three newly hatched dragons. I wonder how Glen feels about former cast member Ian McShane’s contention that the show is ‘just tits and dragons’?
‘If tits and dragons is a negative, it doesn’t seem to stop it being a massive hit, does it?’ he says. He accepts that ‘there might have been a degree of HBO trying to arrest people’s attention, and you could accuse The Sopranos of doing that as well – there were tits and violence but there was a psychology that was underlying the whole thing.’
He thinks it might have been overstated in the first season of Thrones, in ‘putting everything on the line’ to establish the world, but says he has never felt concern about the many controversial scenes in the show, from sadistic sexual fantasies to rape. ‘At the end of the day, you can choose to watch or not to watch. When I look at history, at things that have taken place in real life that are just awful, I think there is room for dramas that try to depict that, so I’m not into censoring. I never felt things were gratuituous… Violence wise, it’s never bothered me.’
After filming their final scene, each of the main cast members was presented with a drawn storyboard from the making of the show. Glen’s depicted the bloody gladiatorial battle Jorah fought to win back Daenerys’s favour in season five. It was shot in the bullring of Osuna, in Andalusia, southern Spain, and had special memories for him.
His family were with him, and the director took his daughter Mary, then seven, into the make-up tent to get blood all over her face ‘so she looked like Daddy’, then had her shout ‘action’ and ‘cut’ for the scene. After the presentation speech by writers David Benioff and DB Weiss, Glen says he was in floods of tears.
Glen, who also has a son, Finlay, 22, from his first marriage to actor Susannah Harker, says he adores being a father. ‘I keep producing children… it imbues your life with a great amount of fun and magic and exhaustion. I have to be away working sometimes, and if I could I would have them with me all the time, because being woken up by a child, or having to wake up a child and deal with the minutiae and a lot of the boring crap, just having those eyes looking at you full of discovery... I love it.
'I always think it’s a woman’s prerogative,’ he adds, ‘I think my lady is now done on the kids and that’s fine, but I would always have more.’ He breaks off to take a call from her.
As a boy himself, growing up in Edinburgh (he has two older brothers, Hamish and Graham) he was equal parts shy and extrovert, he says, and had no sense of danger. He would happily crawl out of a very high window and climb along gutters. His escapades saw him hospitalised a few times.
He was adept at pretending to fall over and hurt himself – ‘I could even do it for you now.’ He still has an earring in his left ear, which he pierced himself with a pin, aged 12. ‘Dad refused to take me to the golf club unless I took it out. I thought, “F— it, I’m not going then. No.”’
His investment banker father paid for him to attend the independent Edinburgh Academy, but he had to stay on to try to improve his grades, then got the same ones again. He managed to get into Aberdeen University to study Russian, where he discovered the joy of drama and dropped out to go to Rada. He studied alongside Ralph Fiennes, Jane Horrocks, Imogen Stubbs and Jason Watkins, but still walked away with the top acting prize for his year, the Bancroft Gold Medal, previously won by the likes of Mark Rylance, Fiona Shaw and Kenneth Branagh.
Glen built an acclaimed stage career alongside early TV roles, but has always managed to mix blockbuster paydays – for films such as Tomb Raider (2001) and the Resident Evil franchise – with more personal work. As Thrones’ popularity has grown, salaries have risen exponentially, with the top-end cast paid a reported $500,000 per episode (around £380,000). He notes that it’s a flat fee for a season, however many episodes you’re in. Have the rewards felt life-changing? ‘No, not really,’ he says. ‘I’ve always been lucky and busy as an actor.’
Glen experienced the negative side of press attention when his first marriage broke up in the early 2000s. Some of it was ‘intrusive’, he says – questions that related to the fact that he ‘sailed close to another relationship, which was [that of] Tom Cruise and Nicole Kidman. I did a two-handed play with Nicole, which was about a sexual relationship.’
The play was David Hare’s adaption of La Ronde, The Blue Room, which famously featured Kidman’s nude bottom and Glen performing naked cartwheels. It led, perhaps inevitably, to tabloid rumours of an affair between Glen and Kidman, whose marriage ended around the same time. Glen has always denied it, but it ensured that his separation from Harker was played out in public.
‘Compared to what some people have to deal with, it was fine,’ he says. ‘But you have a lot of eyes on you and pressure on you, when you just want to deal with your own private life.’
There’s generally no other downside to fame, he notes (‘My wife says it’s like getting your bottom patted every day’), although he will politely refuse to pose for selfies if he is with his family. Game of Thrones’ vast, global appeal means that he was once even surrounded by fans while visiting a township in South Africa.
It may take a while for the fervour around his current employment to die down, but Glen has other projects in the pipeline. He will be appearing alongside another of Thrones’ stars, Lena Headey, who plays Cersei Lannister, in an upcoming UK immigration drama The Flood, and has also filmed a sci-fi epic Haven: Above Sky, about a global catastrophe.
Whether he makes it to the final episode of Game of Thrones alive remains to be seen.
https://www.telegraph.co.uk/films/2019/03/23/game-thrones-iain-glen-fiery-finale-saying-goodbye-emilia-clarke/amp/?__twitter_impression=true (Photoshoot with dragons) lol
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2019.02.25 23:13 perfectface4radio Cord Cutters Guide to Motorsports - 2019 (Sorry it's little late)

 **Cord Cutters Guide to Motorsports - 2019** 

Table of Contents -

Introduction

NASCAR - Cup, xFinity, Trucks (Over the air listings) NASCAR - Online resources ARCA Racing NHRA Indycar Races (Over the air listings) Indycar - Online resources IMSA 24 Hrs Le Mans World Rally Championship (WRC) F1 British Touring Car Championship - (BTCC) German Touring Car Championship FIA WTCR Series FIA World Rallycross Championship 24hr Series Asian LeMans Series European LeMans Series Virgin Australia Supercars Australian ECB Super Utes Race of Champions (ROC) Short Track (Dirt and Paved oval) racing SCCA Goodwood 24Hrs of LeMons
List of online/streaming motorsports content providers and podcasts
Introduction If you’re reading this, you’re likely a motorsports fan interested in “cutting the cord”, and may be worried about not being able to watch your favorite races if you do tell your cable or satellite provider, to “shove it”. Or, maybe you recently cut the cord, and now you’re panicking, wondering how you'll watch all of your favorite racing now that you’ve returned the cable box to the cable company? The past few years, I’ve tried to put together as complete a list of on-line and OTA resources as possible, and share it here, at the CordKillers Reddit. I can’t promise that’s it’s 100% complete, but I can tell you I’ve done a lot of research into this subject, and anything/everything I’ve found is here for you to use, and hopefully you’ll find it all somewhat useful.
I would suggest that if you’re even half the motorsports fan that I am, that you consider taking some of the money you won’t be sending to your cable company, and spend it going to some races at your local short tracks. Dirt or pavement, it’s likely that not too far away from you, every weekend, there’s exciting racing to watch, live and in person. Countless people work hard to put on that show every week, from the track owner, the track promoters, the safety crews, the racers, and their friends and family that help them every week. Take some time to attend a local short track race near you in 2019. If you visit any in Northwest Florida, you may even bump into me!
http://www.racingin.com/track/
I would also suggest that if you’re as interested in motorsports as I assume you are, taking the time to read all of this, that you look at joining the SCCA (Sports Car Club of America). You’ll find a wide range of options that will allow you to get more involved in motorsports.
https://www.scca.com/pages/find-your-fun
If you don’t see anything interesting there, check out this article from Grassroots Motorsports, outlining even more options to go from watching to participating in motorsports you love:
https://grassrootsmotorsports.com/articles/22-easy-ways-go-spectator-participant/
And, if you’re a small business owner, looking for a way to promote your business, you won’t find a more passionate group of potential customers than motorsports fans. Hey, you already know this, you are a motorsports fan! Consider contacting your local track and inquiring about sponsoring part of their facility, or a local driver.
If you’re looking for opportunities to sponsor a driver to market your business, consider contacting Melinda Sewell and Melissa Collins at http://www.sponsordriversmm.com. They have a driveteam for every budget. http://www.racefansforever.org/sponsoring-drivers-with-sponsor-drivers-motorsports-marketing.html
And, if you’ve read this far, be sure to check out the YouTube version of the Guide! I’ll be re-booting it this year and will be featuring services and devices my 70+ year old parents are using as new cord-cutters who love motorsports.
https://www.youtube.com/channel/UCQUT5cxoH6t2tnTQkm2HiNA
And now, “The List”

NASCAR -

Over the Air -

While many NACAR races will be on Fox and NBC’s cable sports channels, some races will be broadcast and available over the air.

Scheduled NASCAR Sprint Cup races to be available *over-the-air *-

02/17/19 - Daytona 500 at Daytona International Speedway (Fox - 2:30pm EST) 02/24/19 - Folds of Honor QuikTrip 500 at Atlanta Motor Speedway (Fox - 2pm EST) 03/03/19 - Pennzoil 400 at Las Vegas Motor Speedway (Fox - 3:30pm EST) 03/10/19 - TicketGuardian 500 at ISM Raceway (Fox - 3:30pm EDT) 03/17/19 - Auto Club 400 at Auto Club Speedway in Fontana, Calif. (Fox - 3:30pm EDT) 03/31/19 - O'REILLY AUTO PARTS 500 at Texas Motor Speedway (Fox - 3pm EDT) 04/13/19 - Toyota Owners 400 at Richmond International Raceway (Fox - 7pm EDT) 04/28/19 - GEICO 500 at Talladega Superspeedway (Fox - 2pm EDT) 05/26/19 - Coca-Cola 600 at Charlotte Motor Speedway (Fox - 6pm EDT) 07/06/19 - Coke Zero Sugar 400 at Daytona International Speedway (NBC - 7:30pm EDT) 09/08/19 - Big Machine Vodka 400 Brickyard (NBC - 2pm EDT) 09/29/19 - Bank of America ROVAL 400 - Charlotte Motor Speedway (NBC - 2:30pm EDT) 10/13/19 - 1000Bulbs.con 500 at Talladega SuperSpeedway (NBC - 2pm EDT) 10/20/19 - Hollywood Casino 400 - Kansas Speedway (NBC - 2:30pm EDT) 11/10/19 - Can-Am 500 at Phoenix International Raceway (NBC - 2:30pm EST) 11/17/19 - Ford EcoBoost 400 at Homestead-Miami Speedway (NBC - 3pm EST)

NASCAR xFinity Series - available over-the-air -

08/03/19 - Zippo 200 at The Glen - Watkins Glen International (NBC) 08/31/19 - Sport Clips Haircuts VFW 200 - Darlington Raceway (NBC) 10/19/19 - Kansas Lottery 300 - Kansas Speedway (NBC) 11/09/19 - NASCAR Xfinity Series Race at ISM Raceway - ISM Raceway (NBC)

NASCAR Camping World Truck Series - available over-the-air -

03/23/19 - NASCAR Gander Outdoors Truck Series Race at Martinsville - Martinsville, VA (FOX) 07/27/19 - Gander Outdoors 150 - Pocono Raceway (FOX)
NASCAR has gotten better in recent years, providing fans with on-line access.

NASCAR online content

1. NASCAR Mobile - (iOS and Android) NASCAR news. Live content (in-car radio, live leaderboards, live-in-car cameras, “Battle Cam”,etc, $29.99/yr in-app purchase) Note, the "Battle Cam" view is often the exact video you'd be watching live on the TV broadcast.
I use this app constantly, often muting the TV and turning up the live-in-car audio from my favorite driver. While testing several options with my recently cord-cutting parents, we used an iPad to stream the “Battle Cam” view to their TV, while listening to either the MRN radio feed or their favorite drivers in-car audio.
2. NASCAR Raceview - iOS app and web - live, animated, views of NASCAR races, in-car audio - What are the subscription costs for NASCAR RACEVIEW?
NASCAR RACEVIEW MOBILE Premium Subscription Options:
  • One-Time, Mobile only Yearly Subscription of $29.99 for the entire 2017 NASCAR Season
  • Mobile only Monthly Recurring Subscription of $4.99 (Auto-Renewable)
  • One-Time, Mobile and Desktop Combination Purchase of $79.99 for the entire 2019 NASCAR Season
  • Mobile and Desktop Combination Monthly Recurring Subscription of $9.99 (Auto-Renewable)
3. NASCAR Drive - http://www.nascar.com/en_us/nascar-drive.html
Live streaming of in-car video of NASCAR Sprint Cup and xFinity races.
4. NASCAR also has full race replays on it's YouTube page, usually 7 days after the race. Highlights are usually available 24hrs after the race broadcast - https://www.youtube.com/useTheOfficialNASCAR
5. NEW IN 2019 - FansChoiceTV Will Live Stream all NASCAR Regional Series Races in 2019! (Free!) This includes K&N East Series, the K&N West Series, as well as the NASCAR Whelen Modified Tour Series! All 2018 races from these series are available on the site now.
https://www.fanschoice.tv
Radio/Streaming audio - You can tune into live streaming audio (radio simulcasts) of NASCAR races at - http://www.mrn.com
http://www.goprn.com
Streaming Television Providers - For cordcutting Motorsports fans, especially NASCAR fans, the 3 streaming TV providers are good options to consider. As of this update, Both YouTubeTV and Sony Playstation Vue seem to offer the best “Bang-for-the-buck” for Motorsports fans.
OUTSIDE THE US and CANADA -
For NASCAR fans outside the US and Canada there’s a new way to watch NASCAR racing in 2019. NASCAR TrackPass. NASCAR TrackPass will offer live and on-demand streaming of all 38 Monster Energy NASCAR Cup Series™ and 33 NASCAR XFINITY Series™ events in 2019. No word on other NASCAR series (Trucks, K&N, EURO, etc). If you live in one of the 120 countries the service will be available in, and don’t mind the $125/yr price, this may be the streaming service you’ve been waiting for.

ARCA Racing

Access to live streaming audio and timing and scoring - http://www.arcaracing.com
ARCA races available on-demand on Lucas Oil Racing https://lucasoilracing.tv

NHRA

Live Timing - http://www.nhra.com/livetiming/livetiming.aspx NHRA Videos - http://www.nhra.com/videowall.aspx

Indycar Races - available over-the-air -

No, I didn’t forget about the Indycar Series fans!
Here is the schedule of Indycar Races that will be available over-the-air (8 of 17 2019 races will air on local NBC stations)
5/11 Indianapolis Motor Speedway Road Course NBC
5/26 103rd Indianapolis 500 NBC
6/1 Street of Detroit - Race 1 NBC
6/2 Street of Detroit - Race 2 NBC
6/23 Road America NBC
7/28 Mid-Ohio Sports Car Course NBC
9/1 Portland International Raceway NBC
9/22 WeatherTech Raceway Laguna Seca NBC

Indycar Online Content

The entire Indycar season will be available to stream with a NBC Sports Gold “Indycar” package.

United Sports Car Series

2019 brings IMSA racing to a new home on NBC/NBCSN/CNBC.
https://michelinracingusa.com/2019-imsa-broadcast-schedule-on-nbc/
There will be two IMSA races broadcast OTA on local NBC stations:
07/07/19 - Sports Car Grand Prix at Canadian Motorsports Park - 1pm EDT 09/15/19 - WeatherTech Raceway Laguna Seca - 5pm EDT 10/12/19 - The first 3 hours of the Motul Petit Le Mans will also air on local NBC affiliates 12pm EDT
For fans outside the US, check the IMSA app for live streaming of all IMSA/United Sports Car Series and Continental Tire Challenge Series races.
IMSA TV does stream full replays of all races, with NBC taking over from Fox, we will have to wait and see if replays will be available after 24-48 hours as in the past, or if there will be a longer delay with the new broadcast partner.
Update - The Replay of the Rolex24 in Daytona was posted the Thursday after the race.
http://www.imsa.com/series/united-sportscatv-episodes https://www.youtube.com/useUnitedSportsCar
Streaming Television Providers - For cordcutting Motorsports fans, especially IMSA fans, the 3 streaming TV providers are good options to consider. As of this update, Sony Playstation Vue seems to offer the best “Bang-for-the-buck” for Motorsports fans.

2019 24 Hrs Le Mans

http://www.24h-lemans.com/live/en/
http://www.24h-lemans.com/en/live/official-application_2_2_2581.html
http://radiolemans.com
iOS and Android apps are available, from which you can purchase a $9.99 pass for just the 2019 24Hrs of LeMans streaming video, or a $29.99 pass for the entire WEC (FIA World Endurance Championship) racing season.

Continental Tire Challenge

Every Continental Tire Challenge race will be streamed live in its entirety on IMSA.tv and the IMSA mobile app. - See more at: http://www.imsa.com/articles/2016-television-schedules-weathertech-championship-and-continental-tire-challenge-announced#sthash.RgqmfJYh.dpuf

World Rally Championship (WRC)

WRC offers a subscription service, WRC+ that offers access to live video content, as well as race replays.
https://plus.wrc.com
EUR 49.99,- per year for the annual subscription.
As in past, a discount code is available, "WRC2019”.

F1

F1 Offers a live streaming service with two levels of access with both monthly and annual plans. F1 TV Access $2.99/mo, $26.99/yr, and F1 TV Pro $11.99/mo, $99.99/yr Content can be accessed either with a web browser or mobile app.

British Touring Car Championship - (BTCC)

Races available on the iTV Player
http://www.itv.com/btcc/video
Video highlights available on the web site.

DTM Championship

Video replays available at www.dtm.com
http://www.dtm.com/en/dtmtv
Also available on - http://www.motortrendondemand.com/motorsport/?utm_source=Twitter&utm_medium=social&utm_content=Con2-FolKW--T1&utm_campaign=TW_Content

FIA WTCR Series

https://www.fiawtcr.com

FIA World Rallycross Championship

http://www.fiaworldrallycross.com/tv_listings#
http://www.motortrendondemand.com/motorsport/?utm_source=Twitter&utm_medium=social&utm_content=Con2-FolKW--T1&utm_campaign=TW_Content

24hr Series

24hr Endurance Series
http://www.24hseries.com
https://www.motortrendondemand.com/channel/motorsport/42024482/

Asian LeMans Series

Asian LeMans Series
https://www.motortrendondemand.com/channel/motorsport/42024482/

European LeMans Series

European LeMans Series
https://www.motortrendondemand.com/channel/motorsport/42024482/

Virgin Australia Supercars

39.95AU membership for live video
https://www.supercars.com/superview/
Also available on - http://www.motortrendondemand.com/motorsport/?utm_source=Twitter&utm_medium=social&utm_content=Con2-FolKW--T1&utm_campaign=TW_Content

Australian ECB Super Utes

Available on - http://www.motortrendondemand.com/motorsport/?utm_source=Twitter&utm_medium=social&utm_content=Con2-FolKW--T1&utm_campaign=TW_Content

Race of Champions (ROC)

Available on - http://www.motortrendondemand.com/motorsport/?utm_source=Twitter&utm_medium=social&utm_content=Con2-FolKW--T1&utm_campaign=TW_Content
The 2018 ROC is available on-demand on the website and AppleTV app, the 2019 should be available to live stream to subscribers and also on-demand after.
UPDATE: Live stream doesn’t seem to be working on the Motortrend AppleTV app, but is working on the website.

Short Track (Dirt and Paved oval) racing

The single best option to find video content of your favorite short track racing events is speed51.com.

Speed51TV

Speed51 offers monthly and yearly paid memberships. The yearly membership includes a 10% discount on all major PPV Live Race content. Speed 51 has expanded it’s live broadcasts of short track racing quite a bit in the past year or two. Yes, the majority of the content, like the Snowball Derby, is PPV, but when you consider that this is racing that you otherwise wouldn’t get to see at all, unless you were at the track, it’s a great service at a great price. If you're a motorsports fan, and want more cord cutting-friendly options, you should really support them and find a PPV event you'd like to watch this year.
http://speed51.com/racing-videos/
$7.99/mo $59.99/yr (Includes 10% discount on PPV events)

Racing Boys TV

The other site broadcasting some great short track racing, is http://www.racinboys.com. They once again will air PPV coverage of the first 5 days of preliminary racing for the 2019 Chili Bowl Nationals. Premium memberships cost $6.50/mo or $50/yr
Check out Lucas Oil Racing TV to watch the C-Mains->A-Main racing at the 2019 Chili Bowl Nationals!

Additional On-Line resources for short track racing content

Race22

http://race22.com/category/videos/

IMCA

https://www.imca.com
If you're looking for more short track racing, check out the IMCA.
https://imca.tv
Access to IMCA Video is $24.95/mo

PitRow.TV

Live and on-demand PPV short track racing, including Legend Cars/INEX races. Different pricing tiers for different quality videos, season passes or single races, depending on race series and venue..

The Cushion

http://thecushion.com/join-now/ Free account required to purchase PPV races. $79.99/year account includes access to all Video-On-Demand (VOD) Content covering all major Sprint Car racing from across the country.
Minimum10% Discount on every individual Live PPV broadcast purchase
875+ Videos-On-Demand including Cushion Original programs like the 410 Build Show

Lucas Oil Racing TV

Another option for getting your racing fix on-line is http://www.lucasoilracing.tv. For $99/yr you get access to -
Live and on-demand coverage of the Lucas Oil Chili Bowl Nationals, one of the biggest dirt racing events all year, every year ARCA Racing Series AMA Flat Track AMERICAN SPRINT CAR SERIES ASB - AMERICAN SPRINT BOAT AUSTRALASIAN SUPERBIKE CHAMPIONSHIP BEST IN THE DESERT BRITISH F1 SIDECAR CHAMPIONSHIP Bojangles' Summer Shootout (Legends Cars / Bandoleros) DAVE DESPAIN SHOW DRAG BOAT RACING SERIES F4 British Championship F4 US Championship FIA F4 Ginetta Supercup LATE MODEL DIRT SERIES MODIFIED SERIES OPTIMA - SEARCH FOR THE ULTIMATE STREET CAR 2018 PRO MOTOCROSS CHAMPIONSHIP
As well as car shows like “Two Guys Garage”, “My Classic Car”, and “Chop Cut Rebuild”

USAC Racing

http://usacracing.com/2013-03-02-17-46-30/loudpedal-tv Loudpedal.tv Monthly Membership
For only $9.95 a month, access to everything USAC Racing and Loudpedal Productions from across the country! USD 9.95
Loudpedal.tv Yearly Membership
Best Value for only $99.95 a year, access to everything USAC Racing and Loudpedal Productions from coast to coast. USD 99.95

Legend Cars/INEX

Some past events, like the Bojangle’s Summer Shoot-Out from 2016 can be found at:
https://lucasoilracing.tv/shows/summer-shootout/

PitRow.TV

PitRow.tv offers some Legend Car and Bandellero racing, as Live and on-demand PPV streams.

Fanschoice.tv

As always fanschoice.tv has lots of great short track racing, including the K&N East and West, the NASCAR Whelen Modified Tour Series, and the World Series of Asphalt at New Smyrna Speedway, FOR FREE!

The 2018 SCCA Runoffs are available on the SCCA website -

https://www.scca.com/videos?utf8=✓&order=recently_added&search=2018+runoffs
The SCCA has on-demand video of the SCCA Runoffs from 2009-2018 https://www.scca.com/pages/2015-scca-runoffs-ondemand
The 2019 SCCA Runoffs should also be available on the SCCA Website this fall 2019.

Goodwood Videos (Revival, Festival of Speed, etc)

https://m.youtube.com/useGoodwoodTV

24Hrs of LeMons

http://www.youtube.com/use24hoursoflemons/videos
Streaming Television Providers - For cordcutting Motorsports fans, especially NASCAR and IMSA fans, the 3 streaming TV providers are good options to consider. As of this update, Sony Playstation Vue seems to offer the best “Bang-for-the-buck” for Motorsports fans.

List of online/streaming motorsports content providers

Speed51 - http://speed51.com/racing-videos/
Race22 - http://race22.com/category/videos/
Lucas Oil Racing - http://www.lucasoilracing.tv.
Motor Trend - http://www.motortrendondemand.com/motorsport/?utm_source=Twitter&utm_medium=social&utm_content=Con2-FolKW--T1&utm_campaign=TW_Content $4.99/mo
Fans Choice TV - http://www.fanschoice.tv
IMCA.TV - https://imca.tv
PitRow.TV
The Cushion http://thecushion.com/join-now/

Great Motorsports Podcasts you should check out!

PETM Racing Podcast - http://www.petmpodcast.com
Jeff Gluck's Racing Podcast - http://jeffgluck.com
Dirty Mo Radio Network Podcasts - http://www.dalejr.com/radio/default.aspx
Lapped Traffic Podcast - http://thelappedtrafficpodcast.podbean.com
The Cordcutter's Guide to Motorsports - https://www.youtube.com/channel/UCQUT5cxoH6t2tnTQkm2HiNA/ (Why does that sound familiar?)

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submitted by perfectface4radio to CordKillers [link] [comments]


2019.01.12 22:51 Yoshiman400 [Slight OT] IndyCar and Friends at the Rolex 24 at Daytona: the 2019 edition!

As the calendar circles one more time, we once again await the clock to circle two more times at Daytona, just two weeks away from the time of this post. As always, a large contingency of drivers who have left their footprints in the North American open wheel scene will be vying for their watches at the end of the month.
As usual, my criteria for highlighting drivers in this post are those who have made at least one start in a CART, IRL, ChampCar, or unified IndyCar Series race. There is also one special case posted in DragonSpeed's Ben Hanley who will be debuting in a part-time Indy campaign in 2019. All three classes represented in the 2018 running had at least one qualifying driver among their winning contingency, with CART and F1 veteran Christian Fittipaldi in the Prototype class, past and present Ganassi teammates Scott Dixon and Ryan Briscoe in GT Le Mans, and 2008 open wheel journeyman Franck Perera helping Grasser's Lamborghini team to a surprise victory in GT Daytona. With the prototypes split into DPi and LMP2 classes this season, a second straight sweep will be harder but there are plenty of familiar faces capable of making it possible.
Although the Roar Before the 24 sessions will confirm the maximum entry list for cars at this moment, driver entries are often in flux and may not be finalized until the days leading up to the running. If any qualifying drivers are added or removed at the last minute I will do my best to edit this post accordingly. My post for the drivers from last year's race can be found here.
If anyone wants a condensed version of this list like the Google Doc I posted last year, let me know and I'll see what I can put together over the next few days.

Daytona Prototype International (DPi) Class:

Action Express Racing:
5 - Christian Fittipaldi (team also referred to as Mustang Sampling Racing) Mike Conway has been scratched from the lineup without replacement due to international travel issues.
Action Express put together a sensational team effort in 2018 which began with the #5 Cadillac's overall victory at Daytona and ended with the Whelen Automotive Racing #31 (Conway's Daytona ride in 2017 and 2018) ekeing out the class championship at Petit Le Mans with Conway contributing to podiums at Daytona and Sebring. Fittipaldi will now have one more chance at victory as he will offically mark his retirement from driving after the checkers. With Cadillac looming large as ever in class, can we see lightning strike on the high banks for Fittipaldi's final time?
Acura Team Penske:
6 - Juan Pablo Montoya/Simon Pagenaud
7 - Helio Castroneves/Alexander Rossi
Roger Penske's return to prototype racing was surprisingly tame in 2018. Montoya scored several podiums but never quite managed a win, Castroneves only took a single victory at Mid-Ohio, and only one podium came at a North American Endurance Cup (NAEC) event (3rd for Montoya at Watkins Glen). The Captain and Acura now have a full season of consistent experience under their belts, and the only significant change for 2019 is Rossi taking over Graham Rahal's seat in the 7 car. Rossi has been entered in the Rolex before as a member of the DeltaWing team in 2014 alongside Katherine Legge (you'll see her name later), but that effort ended prematurely due to a crash and it also occurred long before his talents became mainstream in the F1 and IndyCar ranks. It won't be a surprise to see this team step it up and contend this year.
Wayne Taylor Racing:
10 - Fernando Alonso
The wild tale of Fernando's quest for the Triple Crown carries on in 2019. It was no surprise to see him announce his second attempt at the Indy 500 this season, especially after his win at Le Mans, but news on his second attempt at the Rolex 24 were more tentative until the bombshell of his announcement to run with Wayne Taylor dropped. And Taylor's team has momentum with their open wheeled friends, having scored a last-second victory at Petit Le Mans with Ryan Hunter-Reay as a part of the #10 team. If there's any chance for WTR to show the world that 2018 was merely an off year until those last few turns at Road Atlanta, exchanging RHR for Alonso is a power move.
Juncos Racing:
50 - Kyle KaiseRene Binder
Juncos is a team stepping into the WeatherTech Championship ranks for the first time in 2019 and Indy representatives Kaiser and Binder will assist in their initiation at Daytona. While both team and drivers will diving into the deep end to start their season, there is always the chance of an upset in the making when the rigors of a 24 hour race are factored in.
JDC-Miller Motorsports:
85 - Rubens Barrichello/Tristan Vautier
The last DPi representatives on this list are a curious mix of an F1 legend who withdrew from IndyCar ambitions arguably too soon and a still young journeyman who saw mixed results in sports car racing in 2018. With a steady rate of stock car victories in Brazil over the past several seasons and a 2nd place finish at Daytona with Wayne Taylor Racing in 2016, Barrichello is in line for another warm welcome back to the United States. While Vautier struggled with the Spirit of Daytona team in the 2018 IMSA prototype class, he also contributed to an impressive overall 2nd place run at the Bathurst 12 Hour (no longer the best kept secret in GT endurance racing) and hitched a ride with Action Express at Petit Le Mans to finish 4th. With JDC-Miller's tendencies to pull off upset finishes in recent seasons (even giving Bob Stallings' Red Dragon one last rousing victory at Watkins Glen last year in a co-owned effort), keep an eye on this car.

Le Mans Prototype 2 (LMP2) Class:

DragonSpeed:
18 - Roberto Gonzalez/Sebastian Saavedra
81 - Ben Hanley
Hanley and DragonSpeed will be among the freshest faces on the list, as they will be making their IndyCar Series debuts later this season for both driver and team, campaigning multiple road and street course events as well as a run at the Indy 500. The team's primary series as of late have been the World Endurance Championship in LMP1 and LMP2, where Hanley contributed to an LMP1-best 6th at Shanghai, and the European Le Mans Series in LMP2 where they finished 5th in 2018 class points with four top five finishes in the six race season, including 2nds at Silverstone and Spa-Francorchamps. And while ChampCar alum Gonzalez also hasn't had major breakthrough finishes in the WEC LMP1 car this season, he can say his team has finished clean in each race so far; for a driver like Saavedra who has often had to deal with a sketchy teammate in IMSA runs this could be a chance at relief for him. With what is likely a small LMP2 field at Daytona, don't be surprised to see DragonSpeed make a statement.

GT Le Mans (GTLM) Class:

Corvette Racing:
3 - Jan Magnussen
After being reminded of his status as a CART alumnus last year, I made sure to not leave him off this year and thank Detroit I didn't. The #3 Corvette team showed their GTLM peers a master class in imperfection in 2018, as they rumbled their way to a class championship despite claiming no race wins and having to scrap out an eighth place finish at Petit Le Mans to keep Ganassi at bay. The aforementioned eighth, plus an equal finish at Sebring, were Magnussen's only finishes outside the top four all season (with only one fourth place finish at that, at Long Beach). Magnussen's third in class finish at Daytona last season marked the best of the rest as Ganassi's horses ran away, and if GTLM is better balanced this time around, Magnussen may finally get his chance to avenge that photo finish loss from 2016...
Rahal Letterman Lanigan Racing:
24 - Alex Zanardi
25 - Colton Herta
What else can be said about the tenacity of Alex Zanardi's career and the places he is willing to take it...and who knew he'd be chumming with a Herta along the way? While the twice CART champion never got his chance to run the Indy 500, 2019 marks his chance to check one of the other great American events off his list with a chance to earn some very fashionable metal to complement his Paralympic gold. BMW and RLLR were the manufacturer and team arguably most improved from the beginning of 2018 to the end as balance of performance fell in their favor, scoring consecutive wins at Virginia and Laguna Seca for the #25 team that Colton Herta will be partnering with in his Rolex debut. Even if they're not among the favorites on speed, they will be in heart.
Ford Chip Ganassi Racing:
66 - Sebastien Bourdais
67 - Ryan Briscoe/Scott Dixon
Why mess with near perfection? Ganassi came out swinging in 2018 with an exceptionally dominant 1-2 showing at Daytona where his cars rarely left the top two. As implied in the intro, the 67 car led the 66 at the checkers, and both cars picked up two additional class wins for the team later in the season including a NAEC victory for Briscoe at Watkins Glen. The Rolex victory marked Dixon's third in class to complement two overall victories in prototypes (2006 and 2015) and Briscoe's second in GTLM (also 2015). Bourdais is also a former Rolex overall winner with Action Express in 2014 and GTLM winner with Ganassi in 2017. Combined with his Indy wins at St. Petersburg his adopted home state has treated him very well in recent years.

GT Daytona (GTD) Class:

Starworks Motorsport:
8 - Ryan Dalziel
Starworks is a team that highlighted various prototype classes in the 2000s and 2010s before the shutdown of the Prototype Challenge class put them on hiatus in IMSA, now resurfacing to test the waters of GTD. With Extreme Speed Motorsports dissolving due to sponsorship parting ways, Dalziel has found his way back to Starworks raring for a big start to his reunion. And they've had a share of success together too; an LMP2 victory at Sebring is one of multiple wins they can claim. In a class that has welcomed plenty of pleasant surprises in recent memory, a great finish is definitely possible for the well-traveled Scotsman.
AIM Vasser Sullivan:
12 - Townsend Bell
14 - Jack Hawksworth
So much for Townsend Bell just focusing on endurance races in 2019, as he is ready to put down his first full season GTD campaign in several years, jumping over to Vasser and Sullivan's latest ownership project. After a slow first season in 2017, Acura put together two wins in the car number Hawksworth will be taking over this year. And while Hawksworth didn't make it onto the podium, his top five efforts in multiple starts also provided signs of improvement on his half of the team, with Bell also finishing fifth in his Scuderia Corsa rides at Daytona and Road Atlanta. A fresh ride and fresh set of faces could be just what these two need to challenge for the podium this season.
Meyer Shank Racing:
57 - Katherine Legge/Simona de Silvestro/Ana Beatriz (Heinricher Racing with Meyer Shank Racing--named after Legge's full-time co-driver who will be sitting out Daytona)
86 - AJ Allmendinger (Meyer-Shank Racing with Curb-Agajanian)
Michael Shank and friends have a battle of the sexes ready to go for 2019, as the 57 will be an all-female effort led by 2018 GTD championship runner-up Legge, and the 86 will feature her ex-co-driver Allmendinger in a supporting role for the all-male car. Kat's winning ways improbably continued in 2018, not knowing if she'd have the funding to go on past Daytona, but a stunning run of three 2nds (including Daytona) and a win (Detroit) in the first five races helped push the campaign all the way to Road Atlanta, including a second victory at Laguna Seca. Simona de Silvestro returns to the States with several runs in the Bathurst 1000 under her belt for endurance experience, and Beatriz is a welcome surprise as well who showed formidable pace among the silver and bronze rated drivers at the Roar. While Allmendinger will be picking up work for NBC in their IMSA commentary team this season, he keeps his streak of Rolex runs with Shank intact...and will probably trash talk with Townsend Bell along the way about who the better drivecommentator is.
~~
Suggested links for additional reading, listening, and viewing pleasure:
/USCR and /WEC
/WEC Discord
Endurance Chat - The official podcast of /WEC and all their sports car friends, soon to engage their fourth season.
Andy Blackmore's Spotter Guides - while we await the 2019 edition, here's the 2018 Rolex guide as a reference point. Get your markers ready if you print one out.
https://www.imsa.com/ - Official site for IMSA and all its series.
IMSA Official - The official YouTube channel for IMSA. Race footage typically contains raw video feeds combined with Radio Le Mans commentary track, 2019 plans TBD.
LiveScoring.us and Wytham Live Timing Aggregator - T&S alternatives to the IMSA feed. Choose LiveScoring if you like minimalism and efficiency, or Wytham if you like detail and interaction, including the ability to delay your scoring feed to sync with your viewing experience.
Event Schedule - also available on the second page of the Blackmore spotter guide; fireworks are at 9 PM EST on Saturday!
EDIT 1 OF PROBABLY MANY (1/13, 2:16 PM EST): Franck Perera/GRT Grasser removed from GTD list.
EDIT 2 (1/19, 12:07 PM EST): Meyer Shank's individual cars have different ownership entry names, similar to Action Express.
EDIT 3 (1/20, 6:44 PM EST): Endurance Chat for the 2019 Rolex 24 has dropped! You can discuss it with Flood and the gang here.
EDIT 4 (1/21, 10:16 PM): Blackmore guide is up!
EDIT 5 (1/25, 10:34 AM): Unfortunate news in DPi, Mike Conway will be unable to race at Daytona due to travel problems. The 5 team will continue on with Christian Fittipaldi among its lineup.
EDIT 6 (1/25, 9:19 PM): Weekend schedule courtesy of IMSA posted at the bottom of the links.
submitted by Yoshiman400 to INDYCAR [link] [comments]


2018.09.05 05:37 CEddsfan19 22 [M4F] Buffalo, NY- Korean Who Wants To Race NASCAR? Say What?

I've posted a few times on here, and after a heartbreak with someone I met through this sub had me feeling down again, I figured I'd give it another try... Anyways, I'm Asian and 5'5" (I can send you a pic if you PM me), and a Buffalo resident who is getting started in voice acting and motor racing. I'm also an avid PC gamer as well, but still cling to my old PS2 and whatnot. But most importantly, I've got my sights set on competing nationally in the next couple of years; there's a lot of work that's going towards that goal. I've been passionate about racing for almost all my life, ever since I was a kid actually. It's dangerous stuff, and I would want a partner who accepts the fact that I risk my life partaking in my childhood dream.
I've been racing karts for a couple of years, and have even raced around the world-famous Watkins Glen International in a sportscar on Memorial Day in 2017! Needless to say, I'm an avid car enthusiast as well.
Obviously, I mostly play racing sims, but I have a ton of games in my Steam library. Send a PM, and I'll see if there's anything we can get together and play. I love playing games with people, and if there's something you do want me to play with you, chances are I'll probably join you. Right now, my biggest games are Elite: Dangerous, iRacing.com, and PUBG (getting out of that in favor of Fortnite).
As for my voice acting, I've had a couple roles in a few video games, but only lately have I become more serious about it. If you've got that interest in common, I'd love to workshop with you sometime! I could always use the help.
Curiously, I'm not much for anime. I'm pretty picky when it comes to the things I watch, and if the fanbase doesn't scare me away, sometimes the fans do, unfortunately. I do enjoy myself some RWBY though (inb4 "that's not an anime").
My musical taste is quite varied, and I can go from listening to Jason Isbell to DMX, then to Rancid and blink-182, and then back to Jerry Reed.
Personality wise, I consider myself a sanguine with a phlegmatic blend, and the thing I'm really looking for in a partner is someone who is more of a deep talker, someone with similar interests, and affectionate as well. I say this because my last relationship that ended was because I felt as if I was dragging her around, and didn't feel like much was being reciprocated. I don't want to hurt someone by losing interest or going in too quickly, and I'm confident I've learned enough from my mistakes from the past.
I also feel the need to let you know that I'm going through a depressive slump again, not helped by rejection and interpersonal loss... there's been a big void left the past couple of weeks, and I'm not entirely sure when I'll be back to my "regular self". I've been missing physical intimacy and really, just affection in general even though it's been months since I broke up with my girlfriend. Regardless, I've been the happiest I've ever been for a year and a half before I slumped again, and I'm confident I'll make it out of this yet again!
Shoot me a message on here if you want to chat or want my Skype or Steam, and we can go from there!
submitted by CEddsfan19 to ForeverAloneDating [link] [comments]


2018.08.24 18:50 bkries WGI responds to allegations they didn’t help Phish save Curveball

So I read that Dispatch on PT from a Watkins Glen local alleging that WGI did nothing to help Phish save the festival, and was actually relieved to see it go. As a journalist, felt it was fair to reach out and give them a chance to respond. Here’s Chris Banker, Director of Public Relations at Watkins Glen International, in an email to me just now, striving to clear some of that up.
———-
Hi Brian,
I’ve been following the narrative that seems to be building, and would love to set the record straight to the best of my ability.
The notion that WGI was “happy” when the water issues came to light is as ridiculous as it is untrue. This is an event that we, like Phish, were extremely excited about. Finances aside, anytime WGI has an opportunity to serve as a venue for tens of thousands of people to have a (hopefully) positive, once-in-a-lifetime experience like the one presented at a Phish festival, is nothing but a win for us. Are we going to suddenly see a massive influx of phans filling seats and campgrounds for our other events? Probably not. However, this exposes us to a completely new segment of people, and if nothing else, they’re going to (again, ideally) talk about what a great time they had both on our grounds and in the surrounding community.
We are in the business of hosting and holding events – Phish festivals have been an amazing addition to our schedule over the years, and there is no scenario in which a Curveball cancelation benefitted us. How could it?
Speaking of community, this event was to have a massive economic impact on the southern tier. That fact, like it is for our other events, is a great thing for us to have our name attached to – bringing large-scale events to Schuyler County, the Finger Lakes region, and New York State as a whole. Simply stated: having Curveball go off without a hitch was absolutely in the track’s best interest.
That WGI did not assist the band as it scrambled to secure water at the last minute is also false. We worked through our rolodex of suppliers, vendors, and partners as soon as the issue was brought to our attention. Simply put, every avenue that could have potentially saved Curveball was exhausted. There was no way to get the necessary amount of potable water on-site in time to have the NYS Department of Health issue the necessary certificates, thus allowing Phish to open the gates and the festival to go on.
This was a worst-case scenario for Watkins Glen International, as it was for the band, and most importantly, the many fans like yourself.
Personally, I was first introduced to Phish at Magnaball, and was looking forward to attending again last weekend. Just sorry for everyone involved that things turned out the way they did.
Thanks,
-Chris
P.S. It’s probably worth noting that the entire Village of Watkins Glen remains under a boil water advisory.
submitted by bkries to phish [link] [comments]


2018.08.17 00:52 murfman713 Curveball... so what now???

Partner and I closed our office for 2 days, got some first timers and headed up. Been looking forward to this since magnaball....
We were buying groceries about 60 miles from Watkins Glen when we got the news. 50% of the people in the store were on the same page, word spread fast.... very depressing and surreal....
Here we are now, 3 hours of depressing driving till we reach NYC.
Fuck you curveball. Fuck you....
submitted by murfman713 to phish [link] [comments]


2018.08.13 14:11 abbaschand F1.5 1976 season report: A Ford Fight

F1.5 1976 season report: A Ford Fight
1976 was one of the most important season in Formula 1.5 and one of the big news is Emerson Fittipaldi who joins his brother team to race the F1.5, but he’s not the main star of the season. This season proved to be a fight between two drivers from Ford-backed teams.
Brazil-Spain
The opening round in Brazil shown Jean-Pierre Jarier taking the pole with Fittipaldi accompanying him in front row. But it was Tom Pryce, who started 7th, that took the win. Hans-Joachim Stuck took a marvelous 2nd position in his Ford-backed March car and ex-F1 driver Jacky Ickx takes 3rd after starting 12th.
In the Kyalami circuit, now it’s John Watson who win after starts from pole position and beat Mario Andretti (who only race F1.5 in South Africa and Long Beach) while Pryce finished 3rd. In Long Beach, Pryce had to retired due to halfshaft problem. This cost him because he actually started from pole. It was Jacques Laffite, who bring his Ligier from his starting grid in 7th to win the race and defeat Fittipaldi and Jarier.
Jarama in Spain was indeed became the host of one of the strangest race where Brabham’s Carlos Reutemann (who started 5th) wins the race. Brabham was counted as a mediocre team, even by F1.5 standard. But, not only they managed to win with Reutemann, they also put Carlos Pace at 3rd for a double podium finish with Chris Amon between them. This proved to be the only point finish for Reutemann this season.
An early lead for Pryce
After 4 rounds, it was looking to be a walk in the park for Tom Pryce, but it was still too early to tell.
Belgium-France
Two weeks after Jarama, Laffite scores yet another victory for Ligier, after pole sitter Vittorio Brambilla had to retire early at lap 6 due to halfshaft problem. Alan Jones finished in 2nd in his Surtees, while Watson scored 3rd. In Monaco, it’s become an outstanding weekend from Hans-Joachim Stuck, who started 2nd. He brings his March car to the win after poleman Ronnie Peterson retired due to an accident. Fittipaldi and Pryce completed the podium.
In Sweden, Jacques Laffite become the first driver this season who achieve his 3rd win. Local hero Peterson finished at 2nd while Pace scored another podium at 3rd. In Le Castellet, Watson finally achieve his 2nd win this season after beating poleman Carlos Pace by just 1.3 seconds. Stuck accompany them in 3rd.
Laffite took the lead after Sweden, but not for long
The first half is already over, and two wins that Laffite achieve in Belgium and Sweden helped him to the top of the standings, but his inconsistency is going to prove that he was not a championship contender at all.
Britain-Netherlands
Brands Hatch is where it all starting to get interested. Eventhough Amon started from pole again, he still couldn’t maximalized his chance as he retired early at lap 8. It was proven to be a race to be remembered by Watson. Started from 5th, he survived the race after everyone in front of him retired. But the actual drive of the day was from Pryce. Started from 12th, he also drove a brilliant race and ended the race at 2nd. Jones was 3rd, but the all eyes were all at the top 2. Those 2 drivers will be the one to watch in the second half of the season.
Nurburgring, The Green Hell in Germany. The race needs to be restarted, due to an accident between Brett Lunger and Harald Ertl due to heavy rain conditions. After the restart, Hans-Joachim Stuck, who started from pole, got clutch problem and retired before Lap 1 even finished. It was Pace who achieved his first win this season. It became a Brabham 1-2 with Rolf Stommelen got his first point finish at his home country. Watson managed to beat Pryce for 3rd.
At the Osterreichring, John Watson achieve not only his 4th win, he also achieved his first F1 win. But luckily, to the end of the season, his results won’t be promoted to F1 results. Laffite achieve his first point-finish since Sweden at 2nd, while poleman Peterson can only hold onto 3rd. At Zandvoort, Watson had to retired due to gearbox issues. This opens the door to Pryce. Started at 2nd, he was helped by Peterson’s oil pressure issue and he wins the race from Brambilla and Jones.
1-point lead, 4 more races
With four races remaining, it was becoming clear that this season was a two-horse race between Watson and Pryce.
Italy-Japan
At Monza, Peterson finally achieved his first win this season (also an F1 win), after beating poleman Laffite by just a mere 3 seconds. Local hero Brambilla got 3rd, while Pryce finished 4th and Watson at 6th. This helps Pryce regain the 1st position of the standings.
  1. Pryce – 47
  2. Watson – 46
Mosport, Canada. Pryce and Watson started at 6th and 7th. But it was the man in front of them, Carlos Pace who wins the race from (a phrase that was getting usual) poleman Peterson. Watson got 3rd in front of Pryce, and their points now are now equal, but Watson led the standings with his 4 wins, compared to Pryce’s 2 wins.
  1. Watson – 50
  2. Pryce – 50
The penultimate race at Watkins Glen. Watson and Pryce started 4th and 5th. Unfortunately, at lap 45, Pryce had an engine problem. Watson comfortably finished at 2nd, behind Hans-Joachim Stuck who started in front of him. Jones is at 3rd.
  1. Watson – 56
  2. Pryce – 50
Even with a 6 point advantage, Watson didn’t slack off at Fuji and he took pole position, while Pryce can only qualified 7th. Pryce needed to win this race and needed Watson to not finish the race higher than 5th. Eventhough Watson started to fall down at the opening lap, he still stays in front of Pryce. At lap 32, Pryce finally overtook Watson for 2nd.
At the next lap, Watson had to retired due to engine problem. But Pryce has to overtake Vittorio Brambilla to lead the race. And on lap 36, he finally overtook Brambilla and lead the race. All seems to go well.
Until, lap 46. His Shadow lose energy and he had to retired. Watson, who watched Pryce’s car retired, know for sure, that he’s the 1976 Formula One Point Five World Drivers’ Championship. In the end, Alan Jones wins the race from Laffite and Ertl.
Final Standings – WDC
https://preview.redd.it/hyaapqaxpuf11.png?width=1366&format=png&auto=webp&s=20f1ee6031d58fab31a27790a359f96598b4a2ca
This season proved to be a beautiful season for John Watson who finished the season as Number One. The rest of the world may only know his name as the name of a doctor who is also Sherlock Holmes’ partner, but the F1.5 world will always remember John Watson as the 1976 World Champion. Tom Pryce unfortunately only finished as the runner-up, but his hard work still gave him two wins. Jacques Laffite, even with three wins at the first half and three 2nd place finish at the second half, can only finished the season at 3rd because of his inconsistency.
John Watson at the British Grand Prix
Final Standings – WCC
https://preview.redd.it/iyklkhqjruf11.png?width=1366&format=png&auto=webp&s=8e1ce38fc67a972b93de23504e4197e5f0e47fa5
With Shadow and Penske can only rely on Pryce and Watson, March score more points because their reliance on Brambilla, Peterson, and Stuck. With 3 wins, they collected 63 points, leading by 6 points from Shadow and 7 points from Penske.
Ronnie Peterson riding the March 761 car
What a beautiful season it was for F1.5. We’re hoping to see more of it by recording all the past of F1.5.
submitted by abbaschand to Formula1Point5 [link] [comments]


2018.07.28 08:03 TheStateOfIt Random Driver Highlight #27 -- Hector Rebaque

Yeah, posting this in the middle of a race weekend isn't going to do me any favours karma wise, but I had this post raring to go since my holiday. This driver is fairly special too, being the last self-entered privateer to start a Grand Prix. Ladies and gentlemen, driver #340...

Hector Rebaque

STATISTICS
Nationality: Mexican
Years in F1: 1977-81
Teams Raced For: Hesketh, Lotus (privateer), Rebaque, Brabham
Entries: 58
Starts: 41
Podium Finishes: 0
Points: 13
Highest Finish: 4th (Thrice; 1981 San Marino, German and Dutch Grands Prix)
Times verbally berated by James Hunt: At least once, we'll get to that.

Part 1: Pushed to the moon

Hector Alonso Rebaque was born on the 6th of February, 1956, to an architect by the name of... Hector Rebaque. His father certainly didn't win any originality awards at all. What the elder Rebaque did win, though, were quite a few local rallies in Mexico, including the 24 hours of Mexico rally. He even made a guest appearance at the Sebring 12 Hours in 1967, having his car sponsored by a close friend, none other than the pioneer of Mexican motorsport, Pedro Rodriguez.
While Rebaque Sr.'s racing credentials came to a grinding halt when his attempt to enter Alfa Romeos in Mexico didn't pan out as successfully as he'd hoped, there was no way he was going to let the Hector Rebaque name die in the motorsport world. He had a son, after all. With the exact same name. And with tonnes of cash from his architecture firm and other sponsors that he'd managed to smooch, Rebaque Sr. was all ready to promote Rebaque Jr. as the next big thing in Mexico.
Rebaque Sr. started his own team in 1971, entering the 15-year old Rebaque Jr. for a few local races and rallies. Not a bad idea, right? Get your kid started in local events, build him up over a few years, entering him in cars with slightly more power and he'll be racing sports cars in no time.
For Rebaque Sr., he missed the build him up over a few years step.
Hector Alonso Rebaque's sixteenth birthday present was an entry to the Daytona 6 Hours in a PORSCHE 914. Though he had one Guillermo Rojas to pair with him, Rebaque Jr. was tossed off a building by his dad without being told how to fly. Metaphorically, not literally.
Results went pretty much as expected: Rebaque Jr. went splat in every race he was entered in 1972, save for a credible third in class in the less prestigious Daytona 3 hours. However, Rebaque Sr. continued to have faith in his young lad, entering him in more races the following year. This time, son didn't let father down too much, so in 1974, it was time to up the ante.
Hector Rebaque Sr. entered his eighteen year-old son into the 24 Hours of Le Mans. Rebaque Jr. put on a solid show behind the wheel, but it wasn't to be as the car retired just 46 laps in. This was just a test though.
In the upcoming 1000 km of Mexico, Rebaque Sr. entered Rebaque Jr., Rojas and Freddy van Beuren twice.
Yep, you heard right. These three drivers were given the task to drive two separate entries in the same race. Given how they haven't had much success racing as a single unit, Rebaque Sr. had surely lost the plot here.
Somehow, Rebaque, Rojas and van Beuren finished in the top ten in one of these entries. Not bad.
In their second entry, they won. You heard right. The trio finished first and tenth in two different cars in the same race.
For now, it seemed that the younger Rebaque had proved his worth in sportscars, but that was just the start of the journey for the young driver. Fred Opert caught wind of both Rebaque Jr.'s results and Rebaque Sr.'s cash. As he was running a combination of Formula Two and Formula Atlantic outfits, he approached the young Rebaque to drive for his team, so long as his dad threw money at the effort.
However, with no prior open wheel experience, apart from occasional outings with Opert in the year prior, Rebaque's results were horrific. Focusing on both Formula Two and Formula Atlantic in 1975, he was well and truly upstaged in both championships, and when Rebaque shifted his focus solely on the Canadian and American Formula Atlantic Championships the following year, results marginally improved. Still, compared to what Gilles Villeneuve was doing running the same schedule, Hector Rebaque was a nobody. Heck, he didn't even keep his Formula Atlantic drive for the following year. At age 20, it seemed that Rebaque had hit his peak...
In mid-1977, Hesketh were no longer in their glory days. They were fast running out of money. They were desperate for cash. And Rebaque Sr. had what we call fuck you money from his architecture business and other sponsorship agreements. Even though his son had nary a podium in open-wheels to his name, Hesketh took Rebaque Sr.'s money and entered a third car just for Rebaque Jr.
Now, the Hesketh 308E wasn't the best car ever. It's more known for the Penthouse chio bu plastered on the car than its results. Heck, Rebaque didn't even have any chio bu on his car, instead being decked out in a livery that even a 3 year old could think up. Likewise, his results were similarly not nice to look at. His teammate, Rupert Keegan, managed to qualify for every race that season, even finishing 7th in Austria.
Rebaque, on the other hand. failed to qualify for every race he entered bar Germany, where he was the last driver on the grid (if you don't count Hans Heyer) and retired before half-distance. It says something when you make Rupert Keegan look like Niki Lauda in comparison.
Rebaque had yet to turn 22, though. And he was wanting another shot at Formula One. Problem was, no other team would even be willing to offer the younger Rebaque a drive, even if Rebaque's dad had the money. The only way Rebaque would ever drive in Formula One again is if he bought another team's car and ran it himself.
So he did.

Part 2: DIY

Rebaque's team for 1978 wasn't going to be any old privateer. With his dad's money, he went right up to Colin Chapman and bought the original, prototype Lotus 78. I should stress by this point, privateer teams in Formula One were starting to struggle. Last year saw the start of struggles between privateer teams and FOCA, with FOCA starting to clamp down on smaller entries, even stretching out to small teams that had their own chassis. Rebaque experienced this for himself in Anderstorp when his Hesketh was forced to park in a field quite some way away from the actual pit lane, requiring the car to be transported across a muddy path to the pit lane itself.
For privateers that weren't going to enter the full season, it would be hell for them to continue operations in 1978. For a 22 year-old, Hector would have a hard time running his team without sufficient funds.
But his dad had fuck you money.
With barely a sponsor on his car, Rebaque still entered every round of the 1978 season.
In the first half of 1978, Rebaque sucked. Badly. In the same car that took Ronnie Peterson and Mario Andretti to two wins and two pole positions in the first six races of 1978, Rebaque failed to pre-qualify three times, didn't qualify for one more race, finished 10th out of 12 finishers in South Africa and retired from Brazil due to driver fatigue. I mean, all credit to him for trying, but it was plain to see that Rebaque clearly wasn't cut out for Formula One just yet.
But Rebaque kept trying and pushing, cause why not. And slowly, his pace started to improve bit by bit. For someone driving a Lotus 78, he still sucked, but at least he was qualifying for more races. Come Hockenheim, he would qualify in his best grid spot yet, 18th. Back then, Hockenheim was still the flat-out blast through the forest. Heck, the Ostkurve back then was still one, long sweeper. And though Rebaque didn't have the driving talent, he had a Lotus 78.
That day in Hockenheim, only eleven cars were classified. And because he had a Lotus 78, Hector Rebaque finished sixth. You heard that right. The 22 year-old that failed to pre-qualify for three races earlier in the year with a race-winning car that he was running himself with his father's cash managed to score a point. And these were the days of top-6 points too, so that's an extra something.
Though results went back to normal for the rest of the season, including two more races where he missed the qualifying cutoff, Rebaque was ready to tackle 1979. To make sure he was still competitive, he went to Colin Chapman again and bought the championship-winning Lotus 79, simply because he had the money to.
Compared to 1978, Rebaque's start to the season went swimmingly. He actually made the grid most of the time, though for Long Beach, he had to get a bit of help from the Renaults withdrawing from the race to make the grid. That race was probably the best in Rebaque's young career in Formula One so far, jumping all the way from twenty-third to tenth on the first lap alone. He found himself in a sweet sixth place in the closing stages of the race. However, in an attempt to lap Derek Daly, the driver that started next to him on the grid, the two locked wheels and went into the wall. Hector was reportedly mad after the clash, as he'd just had his best chance for a result gone begging. And he was right, as his season started to turn sour.
In Monaco, Rebaque withdrew before qualifying due to FOCA's heavy limits on entries into qualifying proper. And remember what I said about FOCA clamping down on privateers? Even though Rebaque had enough fuck you money to run the full season, as a privateer, they weren't allowed to join FOCA. Membership with FOCA allowed for financial and practical benefits for Rebaque's team, but as a privateer, they weren't really a constructor. To try and sweeten a deal with them, Rebaque simply thought "Why not build my own car?"
So he did.
Obviously, the 23 year-old Mexican had little engineering expertise, so he contracted Geoff Ferris of Penske and John Barnard, who would go on to design the first carbon-fibre monocoque in F1, to design the car and had it built in Penske's factory in Poore.
However, Rebaque wanted to make use of his Lotus 79 as much as possible, and so the car was basically a 79 with fancy sidepods and a sizeable fuel tank. The car, dubbed the HR100, was unveiled in Zandvoort, but that model wasn't operational, simply present for show to appease whatever sponsors Rebaque had. Their first real attempt with the HR100 came at the Italian Grand Prix.
Like most imitations, it wasn't as good as the original masterpiece. It failed to qualify at Monza, being stone dead last on the timesheets behind a similar driver-run outfit, Merzario. Thanks to the hard work of engineer Ian Dawson, however, the HR100 managed to make the grid for Canada, beating out Elio de Angelis in the Shadow and Keke Rosberg in the Wolf, among others. All that would come to naught, though, when the engine gave way on lap 26 while running last. The season ended with yet another failure to qualify at Watkins Glen. Still, they put up an effort to race their own car. They could keep it for the following season, but first they'd have to see how their relationship with FOCA
They never got into FOCA. And with the outfit falling foul of FISA as well, that spelled the end for the first, and so far only, Mexican constructor in Formula One. Run by a 23 year-old and his dad. Despite a few flashes of brilliance, Hector Rebaque didn't impress a whole lot behind the wheel, especially when most of his entries were in technically race-winning machinery. And with his own team refused an entry to the 1980 Formula One season, it seemed that the young Mexican's time in Formula One was done.
Cut to mid-1980. Ricardo Zunino was literally picked from the crowd to race for Brabham at the end of last year when Niki Lauda jumped ship. Zunino was kept onboard for 1980, but it's fair to say that Zunino was terrible. Not only did he fail to score any points for Brabham, he failed to qualify for Monaco. It's not like there was anything wrong with the car, as teammate Nelson Piquet managed a race win and placed himself high in the championship standings.
After France, Zunino got fired, and Bernie Ecclestone needs replacement. On such short notice, anybody would do for Bernie, but he wouldn't mind somebody with money.
Remember, Rebaque's dad had fuck you money.

Part 3: Hector Rebaque is driving for Brabham

Yes, this is the same Hector Rebaque. The same Hector Rebaque that couldn't qualify for Hesketh. The same Hector Rebaque that failed to pre-qualify for several races in a race-winning Lotus. The same Hector Rebaque that's scored only one point in two-and-a-bit years in Formula One.
This is the same Hector Rebaque. And he's driving for race-winning Brabham. He was teammates with Nelson Piquet. He was driving for Bernie Ecclestone. And instead of a painted chio bu on his car, he had actual chiobus posing with him.
Thanks to his dad negotiating with Pemex, he's gotten enough fuck you money to get a drive with Brabham, partnering Nelson Piquet for the rest of 1980. To be fair to Rebaque, he didn't pull a Zunino and fail to qualify for the rest of the season, but he didn't exactly stand out from the crowd. From France to the season finale in Watkins Glen, Nelson Piquet managed two wins and 29 points in total. Rebaque never finished on the lead lap and scored one solitary point in Canada, doubling his total points scored over his career.
Come 1981, Rebaque was on the verge of being kicked out of Brabham. Bernie Ecclestone was 1979 CART champion Rick Mears. He even enticed the American to test twice for Brabham in 1980, and Mears impressed Bernie so much that he was offered the second seat.. However, Mears was too dedicated to Penske and had to decline Brabham's offer. There were other drivers available for hire, but remember...
...Rebaque's dad had fuck you money, courtesy of Pemex.
Bernie took it, and Rebaque stayed on for an extra season.
And in the first race of the season at Long Beach, Rebaque embarrassed himself by getting lapped then spinning out in humiliating fashion in front of the lead pack. By this time, though, Brabham were working on their tricky suspension system, where it would be of an acceptable ride height in pit lane scrutineering but automatically lower down the straights.
The system debuted in the next race at Brazil, but it was in Argentina where the system worked magically. Rebaque truly shone in that race, qualifying in sixth. With Nelson Piquet truly dominant at the head of the field, Hector Rebaque was left to demonstrate how effective the Brabham's suspension system was, slicing past Alain Prost and Carlos Reutemann with almost comical ease into second place, forming a solid Brabham 1-2. These moves were met with much displeasure by one James Hunt on commentary, ridiculing both the state of F1 and Rebaque's driving ability at one go, saying it was unreal that somebody of Rebaque's mediocrity could easily overtake everybody else when given the right car. It probably gave Hunt much joy when Rebaque retired from second with twenty laps to go.
Rebaque did manage to finish 4th in the next race at San Marino with the same advantage with Brabham's suspension system pushing him up the field from 13th on the grid, but by the next race, the FIA limited Brabham's suspension system while other teams worked out similar active suspension systems, limiting Brabham's advantage. By Monaco, Rebaque was starting to prove Hunt right as he failed to qualify around Monte-Carlo while Piquet took pole.
That was what Zunino was fired for. And Rebaque had done the same thing.
There was no doubt that Rebaque was not cut out for Formula One. It was plain to see that he was only there because of the money, being one of the first true pay-drivers. But there was at least one thing that Hector was good at. And the one thing Hector was good at was overtaking. He already showed that off in tricky conditions in San Marino, but he would truly demonstrate his skill at the start of the second half of the season.
At Hockenheim, he qualified a lowly sixteenth, but lap by lap, he started clawing through the field in a spirited drive. Eventually, with problems relegating Alan Jones down the order late in the race, Hector Rebaque managed a climb to yet another fourth place.
Two races later, in the Netherlands, Rebaque once again made a charge through the field after qualifying 15th, highlighted by a daring move through the middle of Elio de Angelis and Riccardo Patrese on Lap 14. This, plus a few other moves, resulted in yet another fourth place for the Mexican driver, his third of the season.
However, despite this boost in form, probably the best of his racing career, it was already announced that Rebaque would be let go from Brabham in 1982 for Riccardo Patrese. This was partially due to Parmalat having more fuck you money than Rebaque Sr. and partially due to Hector Rebaque being...
...well...
...not a good driver.
His final three races saw him have quite a bit of bad luck. He didn't even complete a single lap in Italy when his ignition gave way. A decent qualifying to sixth place in Canada, tying his best grid position, was wasted after contact with Derek Daly on the opening lap, resulting in many visits to the pitlane before a spin mercifully ended his race early. And in his final race for Brabham, a stuck throttle saw him end up in the gravel trap in Caesar's Palace's parking lot, ending his race and his Formula One career. His 11 points was still enough for 10th in the championship, but compared to teammate Nelson Piquet scoring fifty points as he became 1981 Formula One World Champion, it was not good enough to warrant a drive elsewhere.
Rebaque still had some fuck you money left, though, so he used it to travel Stateside to compete in CART in 1982. For a rookie, Rebaque actually had a decent start to the season. Even if all his races ended in retirements, he didn't embarrass himself, being a decent mid-pack driver. However, in practice for the Gould Rex Mays Classic in Milwaukee, Rebaque had a massive shunt that caused him to lose his memory for a few hours. A month later at the Norton Michigan 500, he had a massive shunt with A.J. Foyt that gave Foyt some minor leg injuries. Though Foyt was more injured physically, Rebaque was the one more mentally shaken up by the accident, especially as Foyt chewed him out for the accident in his book. For the rest of the season, Rebaque only raced in the road course events at Riverside and Elkhart Lake, but that second race would be one to remember for Rebaque.
The race was the first ever for the CART series in Road America, and so the race had that tinge of history to it. Mario Andretti led early on in the race, but retired with a clunky transmission. Bobby Rahal then resumed the lead of the race, but with a few laps to go, fuel was starting to become a major factor. Al Unser and Rebaque jumped Rahal while he pitted, but Rebaque settled for a splash-and-dash with two laps to go while Unser stayed out. If Unser's crew had done their calculations right, the race would be Unser's without a doubt.
However, on the final lap, Unser lost power. He had run out of fuel. The driver that passed the stricken Unser for the lead was none other than Hector Rebaque.
The race was the first victory for a Mexican driver in CART. More notably, this was Rebaque's first victory in a major open-wheel race. It was his first podium in any open-wheel race. In the race, Rebaque only led the last lap. That was the first lap he ever led in a major open-wheel category.
And, fittingly, this would be the last competitive race of Hector Alonso Rebaque's career. He didn't like oval racing, and so he held out for a return to Formula One if the opportunity arose. In the final ever non-championship Formula One race, the 1983 Race of Champions, Brabham had entered a car but their main drivers, Piquet and Patrese, had prior commitments. Much to the chagrin of James Hunt (again), Bernie reached out to Rebaque to fill the seat. Rebaque obliged, and did his usual Rebaque schtick of not qualifying well, only placing 10th of 13 runners. He didn't last long in the race either, retiring after 14 laps with suspension issues.
After that, at the age of 27, Hector Rebaque shied away from the motorsport scene to focus on an architectural business, much like his dad. Apart from a few demonstration laps at the 1986 Mexican Grand Prix, Rebaque stayed away from the motorsport scene until 2002, where he made a surprise appearance at Road America, the site of his sole victory in CART, to show support for the Mexican drivers participating in the ChampCar event there. He's made more appearance since in support of motorsport in Mexico, especially with the resurgence of Mexican Formula One drivers like Sergio Perez and Esteban Gutierrez.
He was never the best driver in the field. He was probably undeserving of the opportunities he got in Formula One. Heck, he probably defined the term 'pay-driver' while he was with Brabham. But, with some help from fuck you money, he gave it a shot all by himself. Sure, it didn't work, but you can't blame the kid for trying.
To be honest, I don't I've been more critical about a driver's talent in these Random Driver Highlights than Rebaque. I gave Nelson Piquet Jr. the benefit of the doubt. I praised Josef fucking Peters, whoever the hell is he. But it was difficult to write good stuff about Rebaque apart from "good job, good effort". If you're reading this, sorry Hector.
Also, I used Motor Sport Magazine A TON for this Random Driver Highlight. I'm not paid to plug them, but goddamn, their archive is amazing. If you want to do something like this, their website is a good source for shit like this.
All credit to the following sources:
The Best F1.es -- [email protected] -- Motor Sport Magazine -- AutoRacing1 -- StatsF1 -- ChampCarStats
Oldracingcars.com -- RacingSportsCars -- OldRacingCars.com (again) -- Crash.net -- F1-club.es -- NYT Archive -- A.J. by A.J. Foyt
My Other Random Driver Highlights:
Links to everybody
#21, Cecil Green
#22, Mika Salo
#23, Lucien Bianchi
#24, Gino Bianco
#25, Josef Peters
#26, Roland Ratzenberger
submitted by TheStateOfIt to formula1 [link] [comments]


2018.07.27 15:32 TheStateOfIt Testbach

Yeah, posting this in the middle of a race weekend isn't going to do me any favours karma wise, but I had this post raring to go since my holiday. This driver is fairly special too, being the last self-entered privateer to start a Grand Prix. Ladies and gentlemen, driver #340...

Hector Rebaque

STATISTICS
Nationality: Mexican
Years in F1: 1977-81
Teams Raced For: Hesketh, Lotus (privateer), Rebaque, Brabham
Entries: 58
Starts: 41
Podium Finishes: 0
Points: 13
Highest Finish: 4th (Thrice; 1981 San Marino, German and Dutch Grands Prix)
Times verbally berated by James Hunt: At least once, we'll get to that.

Part 1: Pushed to the moon

Hector Alonso Rebaque was born on the 6th of February, 1956, to an architect by the name of... Hector Rebaque. His father certainly didn't win any originality awards at all. What the elder Rebaque did win, though, were quite a few local rallies in Mexico, including the 24 hours of Mexico rally. He even made a guest appearance at the Sebring 12 Hours in 1967, having his car sponsored by a close friend, none other than the pioneer of Mexican motorsport, Pedro Rodriguez.
While Rebaque Sr.'s racing credentials came to a grinding halt when his attempt to enter Alfa Romeos in Mexico didn't pan out as successfully as he'd hoped, there was no way he was going to let the Hector Rebaque name die in the motorsport world. He had a son, after all. With the exact same name. And with tonnes of cash from his architecture firm and other sponsors that he'd managed to smooch, Rebaque Sr. was all ready to promote Rebaque Jr. as the next big thing in Mexico.
Rebaque Sr. started his own team in 1971, entering the 15-year old Rebaque Jr. for a few local races and rallies. Not a bad idea, right? Get your kid started in local events, build him up over a few years, entering him in cars with slightly more power and he'll be racing sports cars in no time.
For Rebaque Sr., he missed the build him up over a few years step.
Hector Alonso Rebaque's sixteenth birthday present was an entry to the Daytona 6 Hours in a PORSCHE 914. Though he had one Guillermo Rojas to pair with him, Rebaque Jr. was tossed off a building by his dad without being told how to fly. Metaphorically, not literally.
Results went pretty much as expected: Rebaque Jr. went splat in every race he was entered in 1972, save for a credible third in class in the less prestigious Daytona 3 hours. However, Rebaque Sr. continued to have faith in his young lad, entering him in more races the following year. This time, son didn't let father down too much, so in 1974, it was time to up the ante.
Hector Rebaque Sr. entered his eighteen year-old son into the 24 Hours of Le Mans. Rebaque Jr. put on a solid show behind the wheel, but it wasn't to be as the car retired just 46 laps in. This was just a test though.
In the upcoming 1000 km of Mexico, Rebaque Sr. entered Rebaque Jr., Rojas and Freddy van Beuren twice.
Yep, you heard right. These three drivers were given the task to drive two separate entries in the same race. Given how they haven't had much success racing as a single unit, Rebaque Sr. had surely lost the plot here.
Somehow, Rebaque, Rojas and van Beuren finished in the top ten in one of these entries. Not bad.
In their second entry, they won. You heard right. The trio finished first and tenth in two different cars in the same race.
For now, it seemed that the younger Rebaque had proved his worth in sportscars, but that was just the start of the journey for the young driver. Fred Opert caught wind of both Rebaque Jr.'s results and Rebaque Sr.'s cash. As he was running a combination of Formula Two and Formula Atlantic outfits, he approached the young Rebaque to drive for his team, so long as his dad threw money at the effort.
However, with no prior open wheel experience, apart from occasional outings with Opert in the year prior, Rebaque's results were horrific. Focusing on both Formula Two and Formula Atlantic in 1975, he was well and truly upstaged in both championships, and when Rebaque shifted his focus solely on the Canadian and American Formula Atlantic Championships the following year, results marginally improved. Still, compared to what Gilles Villeneuve was doing running the same schedule, Hector Rebaque was a nobody. Heck, he didn't even keep his Formula Atlantic drive for the following year. At age 20, it seemed that Rebaque had hit his peak...
In mid-1977, Hesketh were no longer in their glory days. They were fast running out of money. They were desperate for cash. And Rebaque Sr. had what we call fuck you money from his architecture business and other sponsorship agreements. Even though his son had nary a podium in open-wheels to his name, Hesketh took Rebaque Sr.'s money and entered a third car just for Rebaque Jr.
Now, the Hesketh 308E wasn't the best car ever. It's more known for the Penthouse chio bu plastered on the car than its results. Heck, Rebaque didn't even have any chio bu on his car, instead being decked out in a livery that even a 3 year old could think up. Likewise, his results were similarly not nice to look at. His teammate, Rupert Keegan, managed to qualify for every race that season, even finishing 7th in Austria.
Rebaque, on the other hand. failed to qualify for every race he entered bar Germany, where he was the last driver on the grid (if you don't count Hans Heyer) and retired before half-distance. It says something when you make Rupert Keegan look like Niki Lauda in comparison.
Rebaque had yet to turn 22, though. And he was wanting another shot at Formula One. Problem was, no other team would even be willing to offer the younger Rebaque a drive, even if Rebaque's dad had the money. The only way Rebaque would ever drive in Formula One again is if he bought another team's car and ran it himself.
So he did.

Part 2: DIY

Rebaque's team for 1978 wasn't going to be any old privateer. With his dad's money, he went right up to Colin Chapman and bought the original, prototype Lotus 78. I should stress by this point, privateer teams in Formula One were starting to struggle. Last year saw the start of struggles between privateer teams and FOCA, with FOCA starting to clamp down on smaller entries, even stretching out to small teams that had their own chassis. Rebaque experienced this for himself in Anderstorp when his Hesketh was forced to park in a field quite some way away from the actual pit lane, requiring the car to be transported across a muddy path to the pit lane itself.
For privateers that weren't going to enter the full season, it would be hell for them to continue operations in 1978. For a 22 year-old, Hector would have a hard time running his team without sufficient funds.
But his dad had fuck you money.
With barely a sponsor on his car, Rebaque still entered every round of the 1978 season.
In the first half of 1978, Rebaque sucked. Badly. In the same car that took Ronnie Peterson and Mario Andretti to two wins and two pole positions in the first six races of 1978, Rebaque failed to pre-qualify three times, didn't qualify for one more race, finished 10th out of 12 finishers in South Africa and retired from Brazil due to driver fatigue. I mean, all credit to him for trying, but it was plain to see that Rebaque clearly wasn't cut out for Formula One just yet.
But Rebaque kept trying and pushing, cause why not. And slowly, his pace started to improve bit by bit. For someone driving a Lotus 78, he still sucked, but at least he was qualifying for more races. Come Hockenheim, he would qualify in his best grid spot yet, 18th. Back then, Hockenheim was still the flat-out blast through the forest. Heck, the Ostkurve back then was still one, long sweeper. And though Rebaque didn't have the driving talent, he had a Lotus 78.
That day in Hockenheim, only eleven cars were classified. And because he had a Lotus 78, Hector Rebaque finished sixth. You heard that right. The 22 year-old that failed to pre-qualify for three races earlier in the year with a race-winning car that he was running himself with his father's cash managed to score a point. And these were the days of top-6 points too, so that's an extra something.
Though results went back to normal for the rest of the season, including two more races where he missed the qualifying cutoff, Rebaque was ready to tackle 1979. To make sure he was still competitive, he went to Colin Chapman again and bought the championship-winning Lotus 79, simply because he had the money to.
Compared to 1978, Rebaque's start to the season went swimmingly. He actually made the grid most of the time, though for Long Beach, he had to get a bit of help from the Renaults withdrawing from the race to make the grid. That race was probably the best in Rebaque's young career in Formula One so far, jumping all the way from twenty-third to tenth on the first lap alone. He found himself in a sweet sixth place in the closing stages of the race. However, in an attempt to lap Derek Daly, the driver that started next to him on the grid, the two locked wheels and went into the wall. Hector was reportedly mad after the clash, as he'd just had his best chance for a result gone begging. And he was right, as his season started to turn sour.
In Monaco, Rebaque withdrew before qualifying due to FOCA's heavy limits on entries into qualifying proper. And remember what I said about FOCA clamping down on privateers? Even though Rebaque had enough fuck you money to run the full season, as a privateer, they weren't allowed to join FOCA. Membership with FOCA allowed for financial and practical benefits for Rebaque's team, but as a privateer, they weren't really a constructor. To try and sweeten a deal with them, Rebaque simply thought "Why not build my own car?"
So he did.
Obviously, the 23 year-old Mexican had little engineering expertise, so he contracted Geoff Ferris of Penske and John Barnard, who would go on to design the first carbon-fibre monocoque in F1, to design the car and had it built in Penske's factory in Poore.
However, Rebaque wanted to make use of his Lotus 79 as much as possible, and so the car was basically a 79 with fancy sidepods and a sizeable fuel tank. The car, dubbed the HR100, was unveiled in Zandvoort, but that model wasn't operational, simply present for show to appease whatever sponsors Rebaque had. Their first real attempt with the HR100 came at the Italian Grand Prix.
Like most imitations, it wasn't as good as the original masterpiece. It failed to qualify at Monza, being stone dead last on the timesheets behind a similar driver-run outfit, Merzario. Thanks to the hard work of engineer Ian Dawson, however, the HR100 managed to make the grid for Canada, beating out Elio de Angelis in the Shadow and Keke Rosberg in the Wolf, among others. All that would come to naught, though, when the engine gave way on lap 26 while running last. The season ended with yet another failure to qualify at Watkins Glen. Still, they put up an effort to race their own car. They could keep it for the following season, but first they'd have to see how their relationship with FOCA
They never got into FOCA. And with the outfit falling foul of FISA as well, that spelled the end for the first, and so far only, Mexican constructor in Formula One. Run by a 23 year-old and his dad. Despite a few flashes of brilliance, Hector Rebaque didn't impress a whole lot behind the wheel, especially when most of his entries were in technically race-winning machinery. And with his own team refused an entry to the 1980 Formula One season, it seemed that the young Mexican's time in Formula One was done.
Cut to mid-1980. Ricardo Zunino was literally picked from the crowd to race for Brabham at the end of last year when Niki Lauda jumped ship. Zunino was kept onboard for 1980, but it's fair to say that Zunino was terrible. Not only did he fail to score any points for Brabham, he failed to qualify for Monaco. It's not like there was anything wrong with the car, as teammate Nelson Piquet managed a race win and placed himself high in the championship standings.
After France, Zunino got fired, and Bernie Ecclestone needs replacement. On such short notice, anybody would do for Bernie, but he wouldn't mind somebody with money.
Remember, Rebaque's dad had fuck you money.

Part 3: Hector Rebaque is driving for Brabham

Yes, this is the same Hector Rebaque. The same Hector Rebaque that couldn't qualify for Hesketh. The same Hector Rebaque that failed to pre-qualify for several races in a race-winning Lotus. The same Hector Rebaque that's scored only one point in two-and-a-bit years in Formula One.
This is the same Hector Rebaque. And he's driving for race-winning Brabham. He was teammates with Nelson Piquet. He was driving for Bernie Ecclestone. And instead of a painted chio bu on his car, he had actual chiobus posing with him.
Thanks to his dad negotiating with Pemex, he's gotten enough fuck you money to get a drive with Brabham, partnering Nelson Piquet for the rest of 1980. To be fair to Rebaque, he didn't pull a Zunino and fail to qualify for the rest of the season, but he didn't exactly stand out from the crowd. From France to the season finale in Watkins Glen, Nelson Piquet managed two wins and 29 points in total. Rebaque never finished on the lead lap and scored one solitary point in Canada, doubling his total points scored over his career.
Come 1981, Rebaque was on the verge of being kicked out of Brabham. Bernie Ecclestone was 1979 CART champion Rick Mears. He even enticed the American to test twice for Brabham in 1980, and Mears impressed Bernie so much that he was offered the second seat.. However, Mears was too dedicated to Penske and had to decline Brabham's offer. There were other drivers available for hire, but remember...
...Rebaque's dad had fuck you money, courtesy of Pemex.
Bernie took it, and Rebaque stayed on for an extra season.
And in the first race of the season at Long Beach, Rebaque embarrassed himself by getting lapped then spinning out in humiliating fashion in front of the lead pack. By this time, though, Brabham were working on their tricky suspension system, where it would be of an acceptable ride height in pit lane scrutineering but automatically lower down the straights.
The system debuted in the next race at Brazil, but it was in Argentina where the system worked magically. Rebaque truly shone in that race, qualifying in sixth. With Nelson Piquet truly dominant at the head of the field, Hector Rebaque was left to demonstrate how effective the Brabham's suspension system was, slicing past Alain Prost and Carlos Reutemann with almost comical ease into second place, forming a solid Brabham 1-2. These moves were met with much displeasure by one James Hunt on commentary, ridiculing both the state of F1 and Rebaque's driving ability at one go, saying it was unreal that somebody of Rebaque's mediocrity could easily overtake everybody else when given the right car. It probably gave Hunt much joy when Rebaque retired from second with twenty laps to go.
Rebaque did manage to finish 4th in the next race at San Marino with the same advantage with Brabham's suspension system pushing him up the field from 13th on the grid, but by the next race, the FIA limited Brabham's suspension system while other teams worked out similar active suspension systems, limiting Brabham's advantage. By Monaco, Rebaque was starting to prove Hunt right as he failed to qualify around Monte-Carlo while Piquet took pole.
That was what Zunino was fired for. And Rebaque had done the same thing.
There was no doubt that Rebaque was not cut out for Formula One. It was plain to see that he was only there because of the money, being one of the first true pay-drivers. But there was at least one thing that Hector was good at. And the one thing Hector was good at was overtaking. He already showed that off in tricky conditions in San Marino, but he would truly demonstrate his skill at the start of the second half of the season.
At Hockenheim, he qualified a lowly sixteenth, but lap by lap, he started clawing through the field in a spirited drive. Eventually, with problems relegating Alan Jones down the order late in the race, Hector Rebaque managed a climb to yet another fourth place.
Two races later, in the Netherlands, Rebaque once again made a charge through the field after qualifying 15th, highlighted by a daring move through the middle of Elio de Angelis and Riccardo Patrese on Lap 14. This, plus a few other moves, resulted in yet another fourth place for the Mexican driver, his third of the season.
However, despite this boost in form, probably the best of his racing career, it was already announced that Rebaque would be let go from Brabham in 1982 for Riccardo Patrese. This was partially due to Parmalat having more fuck you money than Rebaque Sr. and partially due to Hector Rebaque being...
...well...
...not a good driver.
His final three races saw him have quite a bit of bad luck. He didn't even complete a single lap in Italy when his ignition gave way. A decent qualifying to sixth place in Canada, tying his best grid position, was wasted after contact with Derek Daly on the opening lap, resulting in many visits to the pitlane before a spin mercifully ended his race early. And in his final race for Brabham, a stuck throttle saw him end up in the gravel trap in Caesar's Palace's parking lot, ending his race and his Formula One career. His 11 points was still enough for 10th in the championship, but compared to teammate Nelson Piquet scoring fifty points as he became 1981 Formula One World Champion, it was not good enough to warrant a drive elsewhere.
Rebaque still had some fuck you money left, though, so he used it to travel Stateside to compete in CART in 1982. For a rookie, Rebaque actually had a decent start to the season. Even if all his races ended in retirements, he didn't embarrass himself, being a decent mid-pack driver. However, in practice for the Gould Rex Mays Classic in Milwaukee, Rebaque had a massive shunt that caused him to lose his memory for a few hours. A month later at the Norton Michigan 500, he had a massive shunt with A.J. Foyt that gave Foyt some minor leg injuries. Though Foyt was more injured physically, Rebaque was the one more mentally shaken up by the accident, especially as Foyt chewed him out for the accident in his book. For the rest of the season, Rebaque only raced in the road course events at Riverside and Elkhart Lake, but that second race would be one to remember for Rebaque.
The race was the first ever for the CART series in Road America, and so the race had that tinge of history to it. Mario Andretti led early on in the race, but retired with a clunky transmission. Bobby Rahal then resumed the lead of the race, but with a few laps to go, fuel was starting to become a major factor. Al Unser and Rebaque jumped Rahal while he pitted, but Rebaque settled for a splash-and-dash with two laps to go while Unser stayed out. If Unser's crew had done their calculations right, the race would be Unser's without a doubt.
However, on the final lap, Unser lost power. He had run out of fuel. The driver that passed the stricken Unser for the lead was none other than Hector Rebaque.
The race was the first victory for a Mexican driver in CART. More notably, this was Rebaque's first victory in a major open-wheel race. It was his first podium in any open-wheel race. In the race, Rebaque only led the last lap. That was the first lap he ever led in a major open-wheel category.
And, fittingly, this would be the last competitive race of Hector Alonso Rebaque's career. He didn't like oval racing, and so he held out for a return to Formula One if the opportunity arose. In the final ever non-championship Formula One race, the 1983 Race of Champions, Brabham had entered a car but their main drivers, Piquet and Patrese, had prior commitments. Much to the chagrin of James Hunt (again), Bernie reached out to Rebaque to fill the seat. Rebaque obliged, and did his usual Rebaque schtick of not qualifying well, only placing 10th of 13 runners. He didn't last long in the race either, retiring after 14 laps with suspension issues.
After that, at the age of 27, Hector Rebaque shied away from the motorsport scene to focus on an architectural business, much like his dad. Apart from a few demonstration laps at the 1986 Mexican Grand Prix, Rebaque stayed away from the motorsport scene until 2002, where he made a surprise appearance at Road America, the site of his sole victory in CART, to show support for the Mexican drivers participating in the ChampCar event there. He's made more appearance since in support of motorsport in Mexico, especially with the resurgence of Mexican Formula One drivers like Sergio Perez and Esteban Gutierrez.
He was never the best driver in the field. He was probably undeserving of the opportunities he got in Formula One. Heck, he probably defined the term 'pay-driver' while he was with Brabham. But, with some help from fuck you money, he gave it a shot all by himself. Sure, it didn't work, but you can't blame the kid for trying.
To be honest, I don't I've been more critical about a driver's talent in these Random Driver Highlights than Rebaque. I gave Nelson Piquet Jr. the benefit of the doubt. I praised Josef fucking Peters, whoever the hell is he. But it was difficult to write good stuff about Rebaque apart from "good job, good effort". If you're reading this, sorry Hector.
Also, I used Motor Sport Magazine A TON for this Random Driver Highlight. I'm not paid to plug them, but goddamn, their archive is amazing. If you want to do something like this, their website is a good source for shit like this.
All credit to the following sources:
The Best F1.es -- [email protected] -- Motor Sport Magazine -- AutoRacing1 -- StatsF1 -- ChampCarStats
Oldracingcars.com -- RacingSportsCars -- OldRacingCars.com (again) -- Crash.net -- F1-club.es -- NYT Archive -- A.J. by A.J. Foyt
My Other Random Driver Highlights:
Links to everybody
#21, Cecil Green
#22, Mika Salo
#23, Lucien Bianchi
#24, Gino Bianco
#25, Josef Peters
#26, Roland Ratzenberger
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2018.06.28 03:47 davidwholt Paul Miller Racing partners with Full Circle Home at Watkins Glen

Paul Miller Racing partners with Full Circle Home at Watkins Glen submitted by davidwholt to USCR [link] [comments]


2018.05.08 03:58 Space_Cowboy_0 Salut Gilles - The History of a little Canadian who took Formula One by storm. part.I

Gilles Villeneuve
Today, 8th of May, marks the date where we lost probably the most exciting driver in the history of Formula One.
36 years have passed since that Saturday in Zolder, Belgium, but here at F1History, we celebrate the life of the little Canadian in the first "Driver's History" of this subreddit.
Ladies and Gentlemen, start up your engines, we're taking you for a trip into the "Villeneuve Fever".
THE SNOW OF QUEBEC
Snowmobile days
Gilles Joseph Henri Villeneuve was born the 18th of January 1950, at Saint-Jean-sur-Richelieu and grew up at Berhierville, a little town between Montreal and Trois-Rivières in the French-speaking province of Quebec.
Gilles grew up attracted by cars and wasn't very interested in school, to the point that he used to steal his dad car to go for a drive, way before he had his driver's license and allegedly made few encounters with Berthierville's police.
Mind you, the snow that falls in the winters of Quebec isn't exactly made of little snowflakes, but Gilles didn't mind; crashing his dad's car into a pole, well was another thing, for a bit his escapades with his car had to stop.
To keep himself busy, Gilles begun tinkering on snowmobiles with his younger brother Jacques, completely dismantling and rebuilding the engines.
He had already driven snowmobiles for fun when he was younger and since money was tight and dad's car off limits, Gilles took snowmobiles as a way to satisfy his need for speed: snowmobiles races were popular in the winter and it was a way to race something until the snow melted.
During this time, thanks to a get-together between friends, Gilles met his sweetheart Joann, whom he'll marry just a couple years after in 1970.
Joann remembers Gilles in their first meeting with a laugh: "He was a little bit clumsy and didn't seem too reliable."
Gilles and Joann had two children: future 1997 World Champion Jacques and his sister Melanie.
Returning to snowmobiles, Gilles was very successful topping his career with the victory of the 1974 World Championship.
Controlling a snowmobile at 100 miles per hour on the ice wasn't an easy feat neither seeing what's in front of you if you're not in the lead: that gave Villeneuve an astounding control and confidence in rain or low visibility races later on his career.
Alternating to the snowmobiles races, Gilles entered local drag races in a modified 1967 Mustang, but he became bored with it pretty soon; thanks to the snowmobiles victory prizes and SkiRoute sponsorship he would apply to Jim Russel's Racing School to obtain his racing driver license.
He even sold his house, to the surprise of wife Joann, to purchase a dated Magnum MkIII Formula Ford car to take part in the Quebec regional Formula Ford championship winning seven of the ten races he entered.
This would start the Villeneuve family's journey in the motorsport world onboard a motorhome.
FORMULA ATLANTIC, CAN-AM, AND F1 DEBUT - IMPRESSING JAMES HUNT
Gilles and the McLaren M23
In 1974, Villeneuve took part in the Formula Atlantic championship and thanks to his win at the snowmobiles 1974 World Championship and his SkiRoute sponsorship he was able to complete the 1975 Formula Atlantic championship, in which he took the championship and his first win, at the Gimli Motorsport Park under heavy rain.
In 1976, he dominated the season winning all but one race taking both the Canadian and the American championship teaming up with Ecurie Canada and he would take the Canadian championship for the third time a year later in 1977.
Again in 1976, Gilles took part in the Trois-Rivières Grand-Prix: the race was a non-championship event that took part in the streets of Trois-Rivières and held attention thanks to the presence of various Formula One drivers.
Villeneuve went to win the Trois-Rivières Grand-Prix beating in order of classification names like Alain Jones, James Hunt, Vittorio Brambilla, Bobby Rahal and Patrick Tambay.
Hunt was particularly impressed with Villeneuve's performance and recommended him to Teddy Mayer, then McLaren team principal, who then offered Villeneuve a 5 race deal and tests.
In this time, Gilles adopted his behavior to lie about his real age, he was 27 and he thought that his age was too old to attract Formula One teams so he habitually said to be born in 1952, two years prior his actual birth-year, and posed himself as a 25-year-old.
Gilles made his debut at the 1977 British Grand-Prix held at Silverstone on a McLaren M23, which at the time was four years old; he passed as the fastest driver the pre-qualifications that were famous for David Purley's career ending crash: the throttle pedal of Purley's LEC stuck open and he crashed into a wall at 173km/h (108 mph) decelerating from that to 0 in a space of 66cm (26 inches) with what was estimated at the time to be a 180+G impact, Purley survived the crash with multiple bone fractures.
For all the practice sessions, Gilles spun various times to find the limit of the car and adjust to track, however, he was faster or doing the same times of Jochen Mass, at the time the 2nd driver of the official McLarens.
In the full qualifying, Gilles put a 1:19.32 lap that guaranteed him the 9th place on the grid, eight-tenths of a second more than pole sitter James Hunt that did a 1:18.49 in his McLaren M26.
In the race, that would be also Renault's debut in F1, Villeneuve maintained the pace of the leading drivers and was in 7th position before a faulty temperature gauge made him come back to the pits and lose two laps; he would continue the race and finish 11th, being awarded Driver of the Day for his performance in the race won by James Hunt. Although the good performance, Teddy Meyer chose to not confirm Villeneuve and took Tambay in his place for the 1978 season.
Back in Canada, Villeneuve was contacted by Walter Wolf to drive in CAN-AM for him in the place of Chris Amon; the car, designed by Gian Paolo Dallara, wasn't very good and in the four races behind the wheel of the WD1-Chevrolet his best result was a 3rd place obtained at the Road America circuit.
However, the good impression made on Chris Amon won Gilles a mention to Enzo Ferrari himself.
INTO THE RED - THE ARRIVAL AT MARANELLO
Enzo & Gilles
In 1977 the famous "divorce" between Lauda and Ferrari was in full effect: Lauda didn't forget what happened the year before after he survived his horrendous crash and wanted to change air, Enzo couldn't stand Niki's money demands and his behavior no more.
That ended with Lauda leaving two races before the Championship's ending to go to Bernie Ecclestone's Brabham team and with Enzo determined to make the Austrian pay for his sin.
To Enzo, it was a sin that Lauda, a driver he took as a nobody and made him a champion, wanted to leave: "I'll do it again, wait and see. I'll take a nobody and make him a champion, I'll show you that Lauda wasn't Ferrari, Ferrari made Lauda!", that nobody to pair with Carlos Reutemann noted on the Drake's agenda was Gilles.
A lot of "dirty laundry" was done in public and Lauda replied, "Let's see where I am in three races and where Ferrari is.": two races in the championship Reutemann won in Brazil, Lauda was two times on the podium; at the end of the season, Lauda would finish the championship 4th four points behind Reutemann, with two victories against the five of Ferrari (4 Reutemann, 1 Villeneuve), paying the poor reliability of the Brabham after being on the podium every single race he finished, Lauda would retire in 1979 for the first time.
Returning to Gilles, when Ferrari called the first time in the August of 1977, Gilles was angry about it being a bad joke, after being reassured that was indeed that Ferrari Gilles packed few things in a suitcase and jumped on the first flight to Maranello fast as he could.
Once there, he quietly introduced himself to Enzo who liked him for "being shy and quiet" but there was some skepticism between the mechanics that prepared Lauda's 312 T2 for Gilles to test in Fiorano, "Ville who?" was the common question the trusty Lauda mechanics posed themselves.
The test started, turn one, Gilles spun out.
The test continued, and Gilles spun again and again, while Enzo Ferrari who was watching the tests was smiling and laughing seeing Lauda's T2 tortured left and right in that wild manner: that didn't help in dissolving the skepticism between the mechanics that all thought that they were seeing old Enzo losing his marbles.
They didn't catch the Villeneuve Fever right away, but it didn't take long after that: what they couldn't see at the moment, being them adjusted with Niki, was that Gilles was taking both car and track to their limits flat out from the beginning, spinning out as a consequence, and adjusting himself to them instead of adjusting the car to his needs, but Enzo probably instantly recognized a bit of Nuvolari in him, holding himself from saying it straight away until the Jarama victory of 1981. Enzo offered Gilles a 75,000$ + 15,000$ for family expenses contract, no more camper or tight budget for Villeneuve family, who'll continue to follow Gilles around the world in a motorhome.
Legends say that when he came back from Maranello, he fought in an argument with a hostess on his plane, because Gilles insisted that the seat of the car from the fittings done in Maranello had to fly with him, next to his seat.
"You don't understand. This is from Ferrari. It's not going anywhere, I can't afford to lose it."
His first race for Ferrari would be in none other his home country, Canada, at Mosport Park; however, his first race wasn't anything good, he crashed in qualifying and placed himself 17th on the grid, in the race he rose up to the 8th place, spun at the same corner in what he had the crash in qualify, dropped to 10th and spun again on another car's oil few laps later, retiring due a broken transmission.
Then, it was the turn of the last Grand-Prix of the Calendar, the Japan Grand-Prix held at the Fuji-Speedway circuit; it was the last Grand-Prix that Japan held for ten years, due to safety and financial circumstances until 1987 with the return at Suzuka.
For Gilles, the Grand-Prix was literally a disaster: he qualified 20th, almost a second and a half behind pole-sitter Mario Andretti and behind both cars of the Kojima team; his race lasted only six laps, crashing into Ronnie Peterson after trying to surpass him for 14th place.
The crash was horrendous, Villeneuve touched the rear tire of Peterson at the end of the straight, flying over Peterson, rolling and landing on the other part of the guard-rail; both Gilles and Ronnie were unscathed by the crash, but a marshall and a photographer were killed and a dozen of spectators were injured.
Peterson deemed Gilles a madman, while a shook Gilles replied that his brakes did not function; an inquiry was held to determine faults in the spectators' injuries but Gilles was released from the claims after it was found that the spectators were in a non-authorized sector that wasn't safe.
In Ferrari, a ferocious debate went on to determine Villeneuve's fate but Enzo insisted on keeping him.
Between Enzo and Gilles there was a natural feeling, like Gilles calling him "Boss" and describing his meetings with the Drake to his friends in a "Godfather" movie-like way or Enzo treating him like a son and defending him from detractors, often calling Gilles "his prince of destruction".
However, the start of the 1978 season continued with the media bashing and demanding his firing and with the doubts still in the minds of some Ferrari employees: after the 8th place gained in the initial round of the championship in Argentina, three straight retires followed; the most infamous one was at the USA West Grand-Prix of Long Beach where Gilles, after qualifying 2nd behind his team-mate Reutemann, lunged in the lead and held it only to crash into Clay Regazzoni's Shadow, flying over the Swiss head and landing in the tire-barriers, binning the potential win. Again, Enzo shielded him, but the criticism continued after another bad race and retirement in Monaco.
In Belgium, things got better and after qualifying 4th, Gilles held 2nd position and threatened race-leader Mario Andretti for the lead until a puncture to a tire forced him in the pits for a tire-change; he would still finish 4th and took his first championship points, finally gaining some praises for his driving.
However in Belgium, Lotus introduced the 79 that with the "mini-skirts" and ground effect would go to dominate the season and take the championships and both Gilles and Reutemann deemed the 312 T3 to be too understeering prone; Gilles season continued without much joy until the Austrian Grand-Prix held at the Österreichring: after qualifying 12th he rose up to the 2nd place in a strange Grand-Prix conditioned by the rain and finished 3rd, after being passed by Depailler on better tires.
Another championship point was gained in the Netherlands, at Zandvoort and a 7th place followed at Monza: Gilles qualified in 2nd place but both he and the pole sitter Mario Andretti jumped the start in the race that is mostly remembered for what happened directly after; when Andretti and Villeneuve jumped the start, the backmarkers were still moving up to their place on the grid, that caused a massive traffic cluster down the main straight, where Hunt (that will always blame Riccardo Patrese along with the British media) caused the collision with Peterson; a massive crash took place and Peterson got himself trapped, but he was quickly estracted from the cars and altought exposed leg injuries were visible he wasn't in life-danger, the other driver injuried and the one who supposedly got it bad that day was the "Monza Gorilla", Vittorio Brambilla who suffered a cracked skull, but would go on strong and even took part in the next season. Gilles finished in 2nd place behind Mario Andretti, but both drivers were given a penalty of a minute, so Villeneuve was dropped from 2nd to 7th.
The same week his contract with Ferrari was renewed for the next season.
After a retirement at Watkins Glen, it was time for the last Grand-Prix of the season, in Canada, to the new Notre-Dame circuit (today Circuit Gilles Villeneuve); Gilles qualified 3rd and in a gloomy and cold day (the temperatures were proximately around 0°C / 32°F) he won his first Grand-Prix in his career after Jean-Pierre Jarier retired.
It was the first and only time a Canadian driver won his home Grand-Prix and instead of opening a champagne bottle like tradition wanted, Gilles opened a great bottle of Labatt's beer that was one of his sponsors.
Gilles ended his first full season down in 9th position on the driver's championship with 17 points.
Enzo had won his gamble, Gilles just won a Grand-Prix in his first full season of Formula One and many great things had to come yet, but the criticism remained on Enzo's choice remained and even Reutemann, Gilles' "emotionally troubled" teammate criticized him calling him "just a snowmobile driver" in a depreciative way.
1979 - FROM DIJON TO THE THREE WHEELS OF ZANDVOORT
1979
The 1979 saw the Villeneuve family moving to Monte Carlo and a new driver to replace Carlos "the sad gaucho" Reutemann, in his place Ferrari signed "the bear" Jody Scheckter: the South-African, 29, was thought to be the perfect partner for Gilles, he already won 7 GP, had experience in fighting for the championship ( 3rd in 1974, 3rd in 1976 and 2nd in 1977) and he matured into a constant smooth driver instead of the aggressive car-breaker fame he had in his younger days.
Between Gilles and Jody friendship was instant and it was a key to the successful 1979 season that culminated with Ferrari winning both the WDC and WCC titles.
Once settled in Monaco, Gilles indulged himself with speed and motor-related toys, replacing the scrawny Fiat 124 of ordinance provided by Fiat at his arrival in Ferrari with a Ferrari 308 GTS, speed-boats, and even helicopters, for which he took his pilot-license.
In this toys, he would often prank and terrify Jody: Gilles used to turn off the engines of the helicopter feigning a failure and let the helicopter "sink" to terrify Jody while they were traveling together or simply do some acrobatic stunt when he reached Fiorano to say hello to the mechanics that were down to the ground.
But it was with the Ferrari 308 GTS that Gilles was famous for his stunts: he would drive like he would on a racetrack, at impossible speeds and overtaking left and right the incoming traffic; Ferrari employees swear that they could recognize whenever Gilles was coming thanks to the engine roaring and tire screeching from miles ahead and Gilles, always entered Maranello or Fiorano sideways, drifting to park the car.
The excuse was that the reverse gear in the 308 was "a little frail" for his likings; that makes you wonder about his way of leaving Maranello or Fiorano then, doing donuts or burn-outs to say "Goodbye, see you Monday" to mechanics or Ferrari employees.
When someone asked his wife Joann how she could not fear the driving of Gilles and sleep soundly in the car during their trips she replied a bit surprised and alienated "Isn't this the way everybody drives?" and later in the years addressed to this: "I didn't know, I was always with Gilles and thought that was the natural way someone would drive so I trusted him. I never felt in danger with him driving and didn't experience anybody else, so I guess I could sleep to something that for me was normal".
Gilles' record for traveling the 432 Km ( 268.234 miles) from Monte-Carlo to Maranello is allegedly a 2 hours and 25 minutes time.
But back to the 1979 season:
the first two races were raced with the previous year car, the 312 T3, and in Argentina, Gilles qualified 12th and retired due to engine troubles while Jody qualified 5th and retired due to a collision at the start.
In Brazil, Gilles and Jody qualified 5th and 6th and finished the race in the same places.
Then came Kyalami, the South-African Grand-Prix, home race of Jody; in this race, Ferrari debuted the new 312 T4: alongside the trusty flat V12 and the transversal gearbox that was present in Ferrari F1 cars since 1975, the car had the then-innovative radial tires by Michelin and the mini-skirts.
However, it wasn't a proper "wing car" but more a hybrid, since it wasn't possible to recreate a proper Venturi conduct under the car, the length and width of the side pods was extended until the rear wing and the mini-skirts that had to provide ground effect weren't as effective as the one used in the Lotus 79 due to the obstruction made by the size of the flat V12; however the power of the engine (that helped to keep the center of gravity low), the suspension geometry along with the radial tires and the reliability (but the car wasn't Villeneuve-proof) helped to keep the car strong against competition for all the season.
At the Kyalami qualifications, Gilles placed 3rd on the grid behind only Jabouille that did the pole in his turbo Renault and Jody who placed 2nd; in the race both Jody and Gilles jumped Jabouille at the start, however the French, thanks to the power of his Renault, retook the lead at the end of the main straight but was again passed by both Gilles and Jody during the lap.
During the second lap, heavy-rain fell down on the track and the race was stopped by the direction to permit drivers to change their tires from slick to the wet ones: Gilles did, Jody preferred to remain on the slicks.
So, at the second start, Gilles was on pole with wet tires and behind him there were Jody with slicks, then Jabouille, Laffite, Pironi and Lauda.
Thanks to the wet-tire choice Gilles gained a good time on Jody that was struggling on the slick tires and was being passed by Jabouille: however the rain didn't last too much and the track was drying incredibly fast, Jody probably knew that since it was his home Grand-Prix and took it as an advantage.
Soon the drivers that choose the wet tires were forced back into the pits to change again to slicks and Gilles, who pitted lap 15, got back in action in 2nd place behind Jody that was leading; but the drama didn't stop there and soon Jody had problems with his tires, that were degrading fast, forcing him to pit for a change in lap 59.
Gilles was again in the lead, Jody was now following and gaining with fresh tires but was unable to gain enough to attempt a move on Gilles that took the win after 78 laps with three seconds and a half over Jody, Jean-Pierre Jarier took 3rd place.
It was Gilles second victory, but he would repeat himself the next race at Long Beach: at the USA West Grand-Prix, Gilles obtains his first pole and his first and only hat-trick (pole position, win and fastest lap).
In the qualifying, he snatches the pole from Carlos Reutemann at the last moment dis-engaging the rev-limiter of his engine and reaching 12,600 rpms gaining that -0.041 to sit in the pole.
On the race, Gilles led from the first lap until the chequered flag winning the Grand-Prix again in front of Jody Scheckter, after a miscommunication between Gilles and Depailler, after Reutemann's Lotus crumbled in the formation lap, that led Villeneuve to continue onto a second formation lap confusing other drivers.
In Spain, at Jarama, Gilles qualifies 3rd behind the two Ligiers of Depailler and Laffite; in the race, Gilles was passed by Reutemann and in the try of taking back the position he spun out damaging his transmission, losing first gear and falling back to 4th, then spun out again, falling back to the back of the order.
He started his comeback and signed many fast laps after pitting for new tires at lap 58 coming back to the 8th position; the retire of Niki Lauda promoted him to 7th where he would finish the Grand-Prix.
The next Grand-Prix would be the Belgian Grand-Prix at Zolder: Gilles qualified in 6th place behind Jody, but on the second lap of the race Clay Regazzoni, who was passed by Scheckter, touched with his front right tire the left rear of Jody; Clay's Williams slowed down instantly due to a puncture that flattened his front right tire and Gilles found himself behind him, crashing into Regazzoni and breaking his front wing.
After pitting, Gilles found himself at 23rd and last place, forced once again to try a come-back: he drove wildly and overtook left and right finding himself on a potential podium position, 3rd, but he had finished the fuel and had to retire, being classified at the end in 7th place and a lap down to the winner Jody Scheckter.
At Monaco, the Ferrari locked the first row: Jody 1st, Gilles 2nd; but while Jody managed the race, Gilles pushed and pushed trying to pass Jody and the 312 T4 wasn't Villeneuve proof, breaking again the transmission and forcing him to retire from the Grand-Prix.
But what would come next, nobody would have deemed this possible, it was time for Dijon.
Dijon
1st of July 1979, France Grand-Prix, Dijon:
everybody is expecting the Renault cars to dominate and take the first Grand-Prix victory in their history, two years before, everybody laughed at their choice to implement a turbo engine, now apart from reliability issues everybody feared their speed in the straights and the turbo would be the "next big thing" in technological advancement in Formula One renaming the following years into the "Turbo Era".
In the qualifying, Renault locked the front row with Jabouille on pole and Arnoux in second place while Gilles was third; but in the race Gilles jumped from the line like a flash and took the lead, leading the race to everyone's surprise for half the race until Jabouille passed him at the 47th lap.
Jabouille took a comfortable gap while Gilles was struggling with both tires and brakes that reached the limit, Arnoux in 3rd was steadily gaining on Gilles but when he reached him, his Renault was troubled with a problem to the fuel pump that wouldn't work in some corners.
They were even.
Gilles didn't have brakes and his tires were out, Arnoux didn't have his turbo engine working at full power.
It was time for the Dijon Duel, and the three laps of wheel to wheel racing craziness that took place there is widely known as the best showdown in Formula One and one of the most iconic moments in the history of the sport.
The images talk for themselves, and the two drivers risked everything for the mere 2nd place, at the end Jabouille won the Grand-Prix while Gilles won the duel finishing 2nd, Arnoux was 3rd; Renè Arnoux remembers it like this:
"He had put in crisis his tires and his brakes, I had a fuel pump issue where it wouldn't pump the fuel in some corners so there was the opportunity to have this duel between me and Gilles.
I have a picture, that I took in my head, that I was there at Dijon: I was on the inside and Gilles was on the outside, our wheels where crossing and I was almost into his side...at that point I've turned my head and I could see Gilles turning into the corner, I could his eyes behind the helmet visor!
All the duel was extremely dangerous, there, if one of us lifted the foot from the pedal we could easily touch a wheel and in that particular situation, it means that we would have taken off and flown."
Gilles words on the Dijon Duel were: "I tell you, that was really fun! I thought for sure we were going to get on our heads, you know, because when you start interlocking wheels it's very easy for one car to climb over another."
The Dijon Duel overshadowed Jabouille's, the turbos and Renault first victory, the fans exploded and cheered the two drivers ignoring Jabouille, again Arnoux says:
"When me and Gilles arrived at the pits, everybody was expecting us to fist fight each other or to be angry for what had happened on the track, but on the podium we shook hands and we both burst into laughs over that"
Mauro Forghieri, Ferrari's Chief Engineer remembers smiling:
"I was extremely surprised when I went to the box to see Jabouille, that'd won the Grand-Prix, to not be considered while the other two were taken into triumph by the people, normally is the one who wins the Grand-Prix the one that counts."
After the amazing Dijon's duel, a bad race followed in the next Grand-Prix of Silverstone; in the British Grand-Prix, Gilles qualified 13th and retired due to a fuel system failure; that was due an error in the furniture of the fuel by Agip, that provided a less performant type of fuel by error, less than 100 octanes, that caused Gilles' retirement. Ferrari then pretended that an Agip technician was to be present at every Grand-Prix to prevent this to happen again.
In that British Grand-Prix, Williams took their first victory with the Swiss Clay Regazzoni and followed with three straight victories in the next three Grand-Prizes.
At Hockenheim, Gilles qualified 9th with the backup car since his main had an engine problem that caused a loss of power and finished the race 8th after pitting to change his rear wing that broke, he was previously in 5th.
Next was Austria and the Österreichring, where Gilles qualified 5th: in the race, a magnificent start granted him the lead of the Grand-Prix already at the first corner but Alan Jones passed him at the Hella Licht Chicane at the fourth lap and Gilles fell behind to fight with the Renaults.
After few laps skirmishes, Jabouille passed him, only to retire two laps later thanks to a broken clutch, then it was Arnoux's turn to pass Gilles; however, Renè had to pit for the lack of fuel in his car five laps from the chequered flag and only finished the race 6th, granting Gilles the 2nd place at the end of the Grand-Prix.
Jody finished 4th and lost three points to Gilles, who was 2nd in the championship fight with 32 points against Jody's 38.
But the next race would be Zandvoort, home of the Holland Grand-Prix.
Zandvoort
In the qualifying, Jody and Gilles qualified respectively in 5th and 6th, but what happened in the race would propel Gilles forever in the pantheon of the most loved drivers in the history of the sport, more than the chanting Tifosi already loved him.
From the third row, Gilles makes another incredible start taking everyone by surprise jumping from 6th to the second place, following the leader Alan Jones; the two made the rhythm of the race, staying close and distancing the group of cars behind them.
At the 11th lap, Gilles attacks Jones at the Tarzan Curve, passing him on the outside with an astounding maneuver taking the lead of the Grand-Prix and furiously trying to gain time on Jones.
Gilles took twelve seconds out of Jones and led the Grand-Prix until the 47th lap when Alan Jones, now back behind the gearbox of Gilles, attacked and passed him at the new chicane (that was installed to slow down the cars); Gilles went out with a spin and came back into the track still in second place, however his left-rear tire was flatting due to a puncture and few corners later the tire gave out, forcing Gilles into another spin:
a normal driver would have just retired then, but Gilles was different; since he was able to keep the engine going, he engaged the reverse gear and got back into the track convinced that he could continue the race if he changed tires.
He went on his iconic three-wheel (sometimes two) lap back into the box, flooring the car to get back as fast as possible, getting sideways on three wheels, driving with one hand up to signal other drivers the danger that he was going slower than them while his car let sparks and smoke all over the place, this was because "the flattened tire" was not there anymore, the rim and the suspension were dragged on the road held onto the car only by the brakes cables, but Gilles didn't know or probably didn't care.
The crowd went nuts.
Gilles entered the pits and when he arrived at the Ferrari's boxes, he was surprised to see his mechanics frozen for a little bit of time; he then shouted and signaled to his trusty engineer Paolo Scaramelli to move, to change the tires fast.
Scaramelli remembers that day:
"He got back into the pits dragging the rim and when he saw that we weren't changing the tire he shouted angrily at me -Paolo! Paolo! What are you doing, change the tires fast, come on!- but...other than the tire we would had to change the entire suspension and the brakes, that weren't there anymore."
But Gilles wasn't finished yet as Mauro Forghieri remembers smiling:
"He was convinced that he could continue the race...He was saying -If you fix that, if you fix me the car, I'll restart instantly!-, he didn't have half of the car!" Forghieri laughs " so I say, if you go to catch the pieces of the car that you left along the road we see how to glue it together."
Gilles was in disbelief asking again "Can't it be fixed? Can't I continue" while Forghieri, sighing, tried to explain to him that "Gilles, we can't fix that...the suspension isn't there anymore."
Saddened finally Gilles gives up and gets out of the car, while his mechanics gave him a pat on the shoulder smiling, saying "It will be for next time Gilles...You gave it all you had." before returning to assest the destruction Gilles had done to the 312 T4.
That was Gilles' philosophy as a driver in a moment: to never give up, even if you're missing half of the car.
However, that retire symbolized also the end of Gilles' championship dreams, he was now 12 points behind Jody with three races to go and while he could still fight for the championship he was asked to let Jody win and shield him if was needed in the next race, Monza, where Jody could secure the title.
Monza 1979
"Gilles was so pure and honest, to the point to be almost naive. I liked him for that, for his brutal honesty" - Jody Scheckter.
Gilles agreed immediately, saying he would shield Jody because he was his friend, that he deserved the title.
That pure friendship and gentleman act, that many many drivers wouldn't agree on, wouldn't be requited three years later by Didier Pironi in 1982.
At Monza, Jody qualified 3rd behind the two Renaults of Jabouille and Arnoux while Gilles qualified 5th.
In the race, Arnoux took the lead after passing Jody for twelve laps until an engine problem forced him to retire; it was then Jody in the lead, Gilles directly behind.
For 37 laps, the two Ferrari led the Grand-Prix in what looked like a parade: Gilles was directly behind Jody and could easily gone past him and win the race or continue his feeble title chase but he respected the agreement and "pushed" Jody to the title, following him at close distance and ultimately crossing the line together, to end the parade.
Monza exploded, the Tifosi went crazy to the red cars parading the Grand-Prix: Jody won, Gilles was 2nd directly behind him and that day Ferrari secured both WDC and WCC titles.
It would be the last WDC for Ferrari until the victory of Michael Schumacher twenty-one years later in 2000.
The season wasn't still finished, the two last races remained: at the Canadian Grand-Prix, Gilles qualified 2nd behind Alan Jones and after taking the lead he was passed again by Jones, who took his fourth win in the season and Gilles finished 2nd.
In the free practice session of that Grand-Prix, Niki Lauda surprised everyone by announcing his immediate retirement from racing and his desire to focus on his airline company Lauda-Air, after setting the 18th time in the session.
The last Grand-Prix was at Watkins Glen, USA East Grand-Prix:
the friday practice session was stormed by heavy rain and only few drivers dared to set a time; Gilles was the fastest, setting a time nine seconds and six tenths faster than Jody Scheckter who put the 2nd fastest lap.
This was Jody's reaction:
"I knew that Gilles did a quicker time than me, but when I saw the time I was shocked. I mean, bloody hell, nine seconds faster? How the hell did he do that?"
Gilles put a 2:01.437 against Jody's 2:11.089 (+9.652)
In the qualifying sessions, Gilles qualified 3rd while Jody had encountered engine troubles that forced him to a measly 16th on the grid alongside Mario Andretti. The wet race sees another duel in the distance between Gilles and Jones, Gilles took the lead and held it until lap 31, when Jones passed him; Gilles then came back into the pits to change the tires from wets to slicks at lap 34, and the good pitstop put pressure on Jones who came back three laps later to do the same change: however, the car was released when the mechanic responsible for Jones front-right tire wasn't finished with the job, and Jones was forced to retire since he lost the wheel on the straight.
Meanwhile, Jody Scheckter did an amazing comeback and put a show in the race, he found himself 2nd behind Villeneuve after starting 16th but a puncture forced him to retire.
Gilles won the Grand-Prix that closed the 1979 season and finished 2nd in the championship with 47 points against Jody's 51.
Regarding the non-championship races, Gilles won that year's edition of the Race Of Champions, held at Brands Hatch and came 7th in the "Dino Ferrari" Grand-Prix held at Imola after a duel with Niki Lauda that saw the Austrian closing the door at the limit at the Tosa corner; Gilles crashed into Niki and broke his front-wing.
In 1979 Ferrari tests the first semi-automatic transmission and after some tests is proposed to Gilles, who refuses the solution; it would be proposed to him again in 1980 but he would refuse the solution again saying:
"The solution is good, very good...it might even survive a full Grand-Prix...But if you take away from me the pleasure of pushing the clutch and engaging the gear...You're killing me."
Part II
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