#brabham-brm

[frenchcurious]

Jo Siffert (Rob Walker - Brabham BT11 BRM) Grand Prix de Monaco 1966. © Bernard Cahier. source Carros e Pilotos.

[retromania4ever]

1967 #Lemans Bugatti Circuit 🇨🇵🏁

(Left) Jackie Stewart 🏴󠁧󠁢󠁳󠁣󠁴󠁿 BRM P261 (3rd position)

(Right) Chris Amon 🇳🇿 #Ferrari 312 leads Denny Hulme 🇳🇿 Brabham BT24 Repco.

Hulme finished in 2nd position.

#classic #race

[a-la-rascasse]

Los hermanos Rodrìguez // Belgian GP 🇧🇪, 1962.

“[Pedro] had been first to start racing, first cycles, then motorcycles, winning Mexican championships in both before taking to cars aged 15. But when Ricardo joined him a year later, and proved quicker, Pedro felt overshadowed, particularly within the family, as father Don Pedro clearly became very excited about the potential of his younger offspring. The fact that Pedro had always been the introverted one, Ricardo the open, talkative one just made things even more difficult. “They weren’t all that close as brothers,” remembers Ramirez. “They got on well but not like the Unsers or the Fittipaldis.”

“In Ricardo, Ferrari engineer Mauro Forghieri recalls a young man of some sophistication: “Although he was young he was not immature from a human point of view. He was serious and very determined. He wasn’t as reflective as Pedro and the quality of his driving was still instinctive, but he had a good relationship with people in the team and worked hard.”

“[...] in fact, fellow drivers rarely got through to Pedro. In the Tasman series of early ’68 Rodriguez drove for BRM, managed by Tim Parnell, who remembers: “We all used to stay at the same hotel – Jim Clark, Jackie Stewart, Graham Hill, Jack Brabham, Chris Amon, Denny Hulme – and we’d all muck in together, lark about, play cricket. But Pedro always kept to himself. I used to ask him about it and he would say that he didn’t want them getting to know him too well. He was quite a serious driver on the track and reckoned that it was better for him if they didn’t know what to make of him in a dice.”

Excerpts from the article: “The Rodriguez brothers: what could have been?”

[thegianpieromennitipolis]

Da: LE STREGHE DI SHAKESPEARE - di Gianpiero Menniti

ESTETICA DELLA VELOCITA’ 

[...] Non l’aeroplano, che pure può svettare a velocità impressionanti ma in una pista vastissima come il cielo, nel quale si disperde la percezione della potenza.  L’automobile, invece, inchiodata sull’asfalto, vincolata dalla carreggiata della strada, dalle curve e dai continui cambi di direzione e di condizione, è l’incomparabile mezzo che trasforma la promessa suggerita dalla visione in atto reale, in intensa emozione della spinta, della potenza, della velocità.  È “arte totale”, capace di coniugare l’astrattezza della linea pura con la plasticità del movimento vibrante, la pennellata della traiettoria perfetta con il suono armonioso del motore.  È un istante che si ripete, palpitante, fremente, come il “Bolero” di Ravel”: il motore messo in fase con la “scalata” della marcia e la rotazione, senza sbavature, del corpo-macchina nella curva.  [...] è dunque possibile creare un’espressione estetica che abbia i contenuti lirici dell’opera artistica, ponendo l’uomo e le leghe metalliche, il cerchio e la retta, nella condizione di violare per una volta sola e per sempre lo spazio, il tempo e la forza di gravità lungo il dorso di un immobile serpente d’asfalto.  Se l’opera d’arte figurativa è evocazione di un significato profondo che sfida la coscienza interiore, il sostrato nascosto e soggettivo del gusto estetico, l’emozione dell’immagine che s’irradia in un tremore, un fremito irriducibile nel corpo, l’estasi dello sguardo che contempla plasmando indelebilmente l’anima dello spettatore, ebbene, una BRM, una Lotus, una Brabham o una Ferrari degli anni ’60 sono l’emblema di una forma d’arte vivente, una forma d’arte che è vita, sensualità, emozione struggente.

[scotianostra]

September 8th 1963 saw Jim Clark become the (then) world’s youngest F1 motor racing champion.

Jim Clark and the Lotus team totally dominated 1963. He won seven races and only lost the remaining three due to mechanical failures. Both Ferrari and BRM had built semi-monocoque cars to challenge the Lotus, but neither proved a match.

Ferrari attempted to end a losing streak that lasted since September 1961 by signing John Surtees to lead their challenge. BRM retained World Champion Graham Hill while former Ferrari drivers Phil Hill and Giancarlo Baghetti moved to the new and chaotic ATS team. Dan Gurney joined Jack Brabham’s team after Porsche withdrew from Formula 1 and he made a strong impression although he was unable to win a Grand Prix.

Clark retired from the opening round (although he was still classified as a finisher), leaving Graham Hill to record the first of his five wins around the streets of Monaco. 

Oor Jim then won the next four races to take command of the championship. That run ended when engine problems slowed him at the Nurburgring, allowing Surtees past to score his first win for Ferrari. The Italian GP followed and once again the organisers wanted to use Monza’s combined road and banked course. But the banking was abandoned after initial practice when some teams protested that these corners were too bumpy and dangerous. Clark duly triumphed in the race to clinch his first championship.

Graham Hill won the United States GP after electrical problems left Clark on the grid. The new champion then charged through the field to finish third and he won again in Mexico. The final race of the year in South Africa gave the irrepressible Clark his seventh victory, a record for wins in a single season that lasted until the championship was expanded to 16 races. With England’s Hill and Surtees the only other winners, British drivers won every race in 1963.

A huge crowd turned out to cheer as he is welcomed homes in a white open-topped bus,  in the villages near his farm home at Edington in the Scottish Borders.

[taffyvontrips]

Racetracks sure were something else back in the day...

Jack Brabham (in his Brabham BT7) and Graham Hill (in his BRM P57) during the German GP, August 4th, 1963

[pinercuba]

Legend maker download alpha 2.0

#Legend maker download alpha 2.0 apk#

#Legend maker download alpha 2.0 mod#

This car is based on real F1 1967 Honda RA300. * F1 1967 Yonda RA300, engine: Yonda V12 48 valves. This car is based on real F1 1967 Honda RA273. * F1 1967 Yonda RA273, engine: Yonda V12 48 valves. This car is based on real F1 1967 Ferrari 312. * F1 1967 Scarrini 312, engine: Scarrini V12 48 valves. This car is based on real F1 1967 Cooper T81. * F1 1967 Hooper T81, engine: Hooper V12 36 valves. This car is based on real F1 1967 Brabham BT24. * F1 1967 Grabham BT24, engine: Grabham V8 16 valves. Three quarters of the map has seen a visual update with different materials, paint and more sloped blocks added. This car is based on real F1 1967 Brabham BT20. 4.0 - 04/07/19 - A Link to Terraria 4.0 has been released Version 4.0 contains new mechanics, new secrets and a fresh coat of paint across the entire adventure. * F1 1967 Grabham BT20, engine: Grabham V8 16 valves. This car is based on real F1 1967 BRM P83.

#Legend maker download alpha 2.0 apk#

Get Legend - Intro Maker old version APK for Android. Legend - X-Legend - Legend City - The Legend Of Zelda - Brutal Legend All Freeware 1 Easy. cut and paste right from there or upload to server directly. Review Legend release date, changelog and more. DrvInfo 1.0 (Estella) The software will show you the details of a drive as soon as it is inserted into the port whether it is a floppy. This car is based on real F1 1967 Lotus 49. Download Legend old versions Android APK or update to Legend latest version. Make sure there is nothing above the Legends Mods placement in your mods folder.

#Legend maker download alpha 2.0 mod#

The Legends Mod MUST LOAD FIRST in order to secure the proper block ids. However, do NOT get rid of the 1 in front of the file name. * F1 1967 Britus 49, engine: Britus V8 32 valves. Step 2: Download the 1Legends-Mod.jar and place it in your mods folder (like you would with any other mod). This car is based on real F1 1967 Lotus 43. This car is based on real F1 1967 Eagle Weslake T1G. * F1 1967 Beagle T1G, engine: Beagle V12 48 valves. However, the car types / manufacturers are easy recognisable what for physics is used, also every F1LR car manufacturer slot is trying to keep the ground of real 1967 F1 race team colors. A freeloadable add-on car pack for rFactor 2 game (by ISI / Studio 397), based on historic Formula One Grand Prix cars.į1 LEGENDS RACING 2.0 (aka F1LR 2.0) for rFactor 2 is a conversion of a mod made by BorekS and deep-strike from scratch, originally released for GT Legends and GTR 2, later released for rFactor 1 and for Automobilista aswell.į1 LEGENDS RACING cars are based on specifications found in historic Grand Prix cars and are visually and physically similar to F1 1967 season.į1 LEGENDS RACING cars are not a 100% copy of the real F1 1967 cars, therefore they are using imaginary vehicle team and driver names.

[legendsofracing]

The start of the 1963 British Grand Prix. Front row, as usual, saw Jim Clark’s Lotus 25, Graham Hill’s BRM P57 and Dan Gurney’s Brabham BT7. Mr. Clark would win the race, with John Surtees and Graham Hill close behind.

[f1dimension]

#inmemoriam - Un Campione, una Leggenda del Motorsport senza bandiera, perché Niki Lauda apparteneva a tutti i tifosi. Ad un anno dalla sua scomparsa, impossibile non ricordare il suo carisma come manager, uomo e pilota, le sue doti in pista, la sua capacità di rialzarsi dopo un terribile incidente e di tornare a vincere. Andreas Nikolaus Lauda era, é, e resterà sempre nel cuore degli appassionati del motorsport. #rip #nikilauda #rememberlauda #alwaysniki #truelegend #otd #formula1 #brm #ferrari #brabham #mclaren #f1 #jameshunt #lewishamilton #mercedesamgf1 #formel1 #motorsport #nestedia #formule1 https://www.instagram.com/p/CAZ4Ty-InD-/?igshid=1jxf8afrlbm2r

[itracing]

Ciao Niki 

Ferrari pays tribute to the Austrian champion

A workaholic, a computer-like brain ahead of his time, a stickler for detail who could separate emotion and rational thought and go straight to the heart of the matter. But at the same time, a person who could have moments of madness, who, to take the title of his autobiography, went on a journey “to hell and back.” A man who found the strength to jump back in his racing car just six weeks on from that terrible accident which he miraculously survived. These were just some of the elements that made up Andreas Nikolaus Lauda, known to everyone simply as Niki. Last night, at the age of seventy, he passed away.

“This is a very sad day for me, having been fortunate to have actually seen him race and also for all fans of Ferrari and Formula 1,” commented Ferrari Vice President, Piero Ferrari. “Niki leaves us having suffered so much and that is painful for me. He won so much with Ferrari and with other teams too and he always remained a friend. He was a fantastic driver, an accomplished businessman and an amazing person. I will miss him.”

“My memories of Lauda go back to my childhood,” recalled Scuderia Team Principal Mattia Binotto. “When I was little I saw him and Regazzoni win for the Prancing Horse on race tracks all round the world. I was not yet ten and to me he seemed like a fearless knight. Once I came into Formula 1, my relationship with Niki was one of mutual respect. I think that thanks to his bravura and his undoubted charisma, he helped make this great sport well known and loved all over the world. I have fond memories of him telling me that my Swiss approach was just what was needed to bring order to the very Italian Ferrari! That was Niki all over, straight talking and direct and even if you didn’t agree with him all the time, you couldn’t help but like him.”

Lauda was born in Vienna on 22 February 1949. He was an innovator and a champion who brought a new way of thinking to his racing. When Niki first appeared on the Formula 1 scene, he came across as a stubborn young man, with strong self-belief, to the extent that he ignored the wishes of his family and took out a loan to follow his dream to race in Formula 1. In 1973, the Austrian drove for BRM alongside Clay Regazzoni and it was the Swiss driver who mentioned the youngster to Enzo Ferrari. In one of those typical moves that caught out everyone in the sport, Ferrari signed Lauda for 1974. Right from the start, at the races in Spain and Holland, Niki was a front-runner, fighting for the wins in the 312 B3-74. He missed out on the title, but in 1975 he would drive the 312 T. Lauda was fully immersed in the team, helping it to improve with his mania for detail and his attitude endeared him to Enzo Ferrari, who treated him like one of his family. Lauda and the Scuderia evolved into the perfect partnership and grit and determination brought win after win. In 1975, the Austrian took his first world championship crown, also helping the Prancing Horse to win the Constructors’ and Drivers’ titles for the first time after an eleven year wait.

The 1976 season got off to an encouraging start for the reigning champion. Niki won five of the first nine races – Brazil, South Africa, Belgium, Monaco, Great Britain – so that he had more than double the number of points of his closest rival. Then it was time for the German GP at the Nurburgring, the circuit known as the Green Hell, because it was so long, tricky and dangerous. On lap 2, Niki lost control of the car on the damp track and crashed heavily into the barriers. As a result, the car burst into flames. Thanks to the valiant efforts of other drivers, he was pulled from the wreckage, but he was seriously injured, to the extent he was given the last rites. But Lauda was not the sort to give up easily. He fought just as hard in his hospital bed as he had done on track and recovered in record time. Just six weeks later, he was racing again, although in great pain. He was determined to retain his title, but it was not to be. He missed out on the championship by a single point under a downpour at Fuji in Japan. Events had turned Lauda into a true hero, in sport and in life. His popularity transcended the world of racing as he entered the collective imagination, to the extent that his life was even turned into a film.

In 1977, Lauda won his second world championship, but it was also the year in which he severed his ties with the Scuderia and Enzo Ferrari. Lauda switched to Brabham for the following year but, on their own, neither he nor Ferrari managed to win. Niki briefly retired from the sport, before returning to take his third and final title in 1984, with McLaren.

Despite a turbulent end to the relationship with Scuderia Ferrari, the story of Lauda and Maranello would have a final chapter, when he returned as a consultant to the team in 1993. With his two titles and 15 wins over four seasons, Lauda is the second most successful driver for Scuderia Ferrari in Formula 1.

[frenchcurious]

Grille de départ du Grand Prix de Grande-Bretagne - Aintree 1959. - 1-Jack Brabham, Cooper T51 #12, Cooper Car Co (vainqueur) - 2-Roy Salvadori, Aston Martin DBR4/250 #2, David Brown Co - 3-Harry Schell, BRM P25 #8, Owen Racing Organization - 4-Maurice Trintignant, Cooper T51 #18, RRC Walker Racing Team - 5-Masten Gregory, Cooper T51 #14, Cooper Car Company - 6-Carroll Shelby, Aston Martin DBR4/250 #4, David Brown Co. - source UK Racing History.

[retromania4ever]

Graham Hill🇬🇧 Lotus

Jack Brabham🇳🇿 Brabham

Gurney🇺🇲 Eagle T1G,

Clark🏴󠁧󠁢󠁳󠁣󠁴󠁿 Lotus

Bruce McLaren🇳🇿 Eagle T1G,

Hulme🇳🇿 Brabham,

Amon🇳🇿 Ferrari,

Rindt🇦🇹 Cooper,

Irwin🇬🇧 BRM,

Stewart🏴󠁧󠁢󠁳󠁣󠁴󠁿 BRM,

Siffert 🇨🇭 Cooper,

Pedro Rodriguez 🇲🇽 Cooper,

Spence 🇬🇧 BRM, at the start.

#classic #formula1

[hifigp]

Goodwood Revival 2016, a photo by Harniman Photography

A dozen mid 1960’s F1 cars including Brabham, BRM, Cooper, Ferrari, Lotus and McLaren were brought together to celebrate the 50th Anniversary of the ‘return to power’. When 3 litre cars were allowed in F1 all ensconced in a fantastic set-built recreation of the 1966 Reims pits area.

source: http://blog.harniman.com/greatest-revival-image-all-time/

[scotianostra]

Happy 81st Birthday,retired Formula One champion, Jackie Stewart,born in Milton, Dunbartonshire,June 11 1939.

Stewart's family were Austin, later Jaguar, car dealers and had built up a successful business. His father had been an amateur motorcycle racer and his brother Jimmy was a racing driver with a growing local reputation who drove for Ecurie Ecosse and competed in the 1953 British Grand Prix at Silverstone.

Jackie attended Hartfield primary school in the nearby town of Dumbarton, and moved to Dumbarton Academy at the age of 12. He experienced learning difficulties owing to undiagnosed dyslexia, he was not actually diagnosed with dyslexia until 1980, when his oldest son Mark was diagnosed with the condition. On learning that dyslexia can be genetically passed on, and seeing very similar symptoms with his son that he had experienced himself as a child, Stewart asked if he could be tested, and was diagnosed with the disorder, by which time he was 41 years old.

After his brother was injured in a crash at Le Mans the sport was discouraged by their parents and Jackie took up shooting. In target shooting Stewart made a name for himself and almost made it to the Olympics only just missing the team for 1960. The pull of the track was too strong for Stewart however so he followed his brother Jimmy, into racing. Whatever the reason, his early races for Ecurie Ecosse demonstrated that he was special. Ken Tyrrell placed him in his Formula Three car and victories soon followed. He was pressed to sign for Lotus for 1965 but he turned them down and joined BRM instead.

Very few drivers win races in their first season of Formula One, but Stewart did, triumphing on his eighth outing, the Italian Grand Prix, which helped him end up third overall behind Jim Clark and team-mate Graham Hill.

He kicked off 1966 in the best possible style by winning at Monaco. However, the BRM was not competitive again as Brabham took control and Jackie did not win again until the 1968 Dutch Grand Prix, when he was reunited with Tyrrell. Six years out of Stewart's nine-year spell in Formula One were spent driving for Tyrrell. At first this was in a Ford-powered Matra, and the engine powered him to three victories in 1968. The combination's second year was even more successful, with Stewart winning six races and the title - the sixth for a Briton since Graham Hill won it in 1962.

In 1970, the Matra was replaced by a March, but he could not live with Jochen Rindt's Lotus or the Ferraris. So, in 1971, Stewart went and did battle in a Tyrrell chassis. Perfecting the art of driving a storming opening lap and then controlling the race, he won six times in 1971.

The following year yielded four wins, but he was beaten to the title by Lotus' Emerson Fittipaldi. Then, in 1973, he had five wins in the bag when he reached Watkins Glen, intending for this to be his final race. After the death of team-mate François Cevert in qualifying, Tyrrell withdrew his entry. His record of 27 grand prix wins (from 99 starts) was to stand until beaten by Alain Prost in 1987 (in his 118th start).

[pierregasly]

Endless List of Favorite Past Formula 1 Racers: March, BRM, Ferrari, Brabham & McLaren | Niki Lauda (1971 - 1979, 1982 - 1985)

“Giving up is something a Lauda doesn’t do.”

- Niki Lauda

[dermontag]

Ex-Vizeweltmeister starb mit 90 Formel 1 trauert um Tony Brooks 04.05.2022, 14:08 Uhr Bei seinem ersten Formel-1-Rennen crasht Tony Brooks noch schmerzhaft, später aber ist er einer der besten Piloten der Welt. Nun ist der Vizeweltmeister von 1959 und sechsfache Grand-Prix-Sieger im Alter von 90 Jahren gestorben. Berühmt wurde der Brite als "rasender Zahnarzt". Die Formel 1 und der Motorsport trauern um Tony Brooks. Der frühere Rennfahrer ist im Alter von 90 Jahren verstorben. "Er gehörte zu jenen Pionieren, die unter dem großen Risiko ihrer Zeit die Grenzen verschoben. Er wird fehlen", sagte Formel-1-Geschäftsführer Stefano Domenicali. Brooks war der älteste noch lebende Grand-Prix-Sieger, zwischen 1956 und 1961 hatte er insgesamt 38 Rennen bestritten und sechs davon gewonnen. In der Saison 1959 erreichte der Brite seine beste Platzierung in der Weltmeisterschaft, in jenem Jahr wurde er Zweiter hinter Jack Brabham und vor dem legendären Stirling Moss. Zehnmal stand er in seiner Karriere auf dem Podium der prestigeträchtigsten Rennserie, zweimal konnte er den Großen Preis von Deutschland gewinnen. 1958 siegte er im Vanwall auf dem Nürburgring, wo damals noch die ikonische Nordschleife mit einer Länge von fast 23 Kilometern und Rundenzeiten von über neun Minuten gefahren wurde. Ein Jahr später entschied Brooks erneut den Deutschland-GP für sich, diesmal im Ferrari und in Berlin. Auf der Avus, der eigentlich nur aus zwei langen Geraden und zwei 180-Grad-Wenden bestehenden Hochgeschwindigkeitsstrecke im damaligen West-Berlin. Es blieb das einzige Formel-1-Rennen auf der 1921 eröffneten "Automobil-Verkehrs- und Übungsstraße", deren nördlicher Teil heute zur Autobahn 115 gehört. Eigentlich war für den im Nordwesten Englands geborenen Brooks vorgesehen, die Nachfolge seines Vaters als Zahnarzt anzutreten. Er studierte sogar Zahnmedizin und war deshalb auch als "Racing Dentist" bekannt, also als "rasender Zahnarzt". Erstmals für Aufsehen sorgte er Mitte der 1950er Jahre bei einem Rennen in London, als er mit unterlegenem Material nach Formel-2-Standard den vierten Platz belegte - einzig drei Formel-1-Wagen waren schneller. Eine außerordentliche Leistung, die ihm später den Aufstieg in die Formel 1 erleichterte. Neben seinem Talent war Brooks auch für seine faire und freundliche Art geschätzt, sein Rivale und Vertrauter Stirling Moss sagte einst: Würde er einen eigenen Rennstall auf die Beine stellen, Brooks würde sofort einen Job bekommen. Der offizielle Sprung in die Formel 1 folgte dann kurz nach dem erfolgreichen Examen. 1956 heuerte Brooks bei BRM an. Beim ersten Lauf crashte er allerdings infolge eines Getriebeschadens und zog sich dabei einen Bruch des Oberkiefers zu. Ein Fall für den Zahnarzt also. 1957 trat er für Vanwall an, mit deutlich größerem Erfolg. In Monaco fuhr er als Zweiter erstmals auf Podium, in Aintree gewann er mit dem Großen Preis von Großbritannien sein erstes Rennen. 1958 gelangen dem Briten sogar drei Siege: in Belgien, auf dem Nürburgring und auf der nicht weniger legendären Strecke in Monza in Italien. Sein bestes WM-Ergebnis erzielte Brooks in der Saison 1959, als er für Ferrari zwei Siege (Reims/Frankreich und Berlin) feierte, zwei weitere Male unter die Top drei fuhr und hinter Titelgewinner Jack Brabham Vizeweltmeister wurde. Nach der Saison 1961 beendete er seine Laufbahn, blieb den Autos aber treu - und widmete sich der Restauration und Pflege alter Fahrzeuge.