#Pescara Circuit
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blackswaneuroparedux · 2 years ago
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You go too fast for your car’s capabilities.
- Juan Manuel Fangio to Maria Teresa de Filippis
Maria Teresa de Filippis was a pioneer driver for women in Formula One Grand Prix. She made history as the first woman driver ever to qualify for a Formula One race at the Belgium Grand Prix in 1958. Formula One World Championship was a mere 8 years old when Maria made history and it would be almost 30 years before female driver would find herself on the starting grid. In 1975, Lella Lombardi, another Italian, finished 6th in the Spanish Grand Prix.
Maria Teresa de Filippis was born in Naples in 1926 and decided to enter the world of motor racing almost as a challenge from her two older brothers. Nicknamed “il pilotino” by her peers because of her small stature, di Filippis was only 22 years old when she sat behind the wheel of her Fiat topolino for what would be the first of many races. Her two brothers had challenged her to a race, convinced that she could not drive as fast as a man. In 1948 on the Salerno-Cava dei Tirreni 10 km course, where she traversed the winding roads of her native Italy, she decisively won, thumbing her nose at Antonio and Guiseppe, her older brothers and the other male drivers.
That very first victory ignited her passion for racing and in the following year she triumphed in several competitions in the 750cc category and came in second in the Italian Sports Championship. So impressed were they that Maserati, the famed sports car makers, brought it in as an in-house driver.
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For 1953 – 1954 she moved on to an Osca 1100 cc in which she won the 12 Hours of Pescara, the Trullo d’Oro, the Catania-Etna, and the circuits of Caserta and Syracuse. Her victory in the Catania-Etna was done in record time, a speed record that remained undefeated for the next three years. 1955 was the year Maria Teresa de Filippis transitioned to a Maserati 2000 A6GCS where she continued to confound expectations and prejudices and garner immense respect from other male drivers. The victories followed one another and at the Grand Prix of Naples in 1956, she started in last position and sneaked in to finish in second place in Italian Sports Championship.
Eventually an invitation to race in Formula One. She made her debut at the Spa-Francorchamps circuit at the wheel of Manuel Fangio’s Maserati 250F, crowned champion the previous year. Fangio and de Filippis were close and she considered him her big brother. Fangio for his part was effusive about the skill and courage of the diminutive Italian woman. He said to her once, jokingly but also as a nod to her driving ability, “tu vai troppo veloce per le possibilità della tua macchina!” (you go too fast for your car's capabilities!)
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She tried and failed three times - including the Monaco Grand Prix - to qualify for the grid. Each time she narrowly lost out. But finally her chance came at the Spa-Francorchamps circuit of the Belgian Grand Prix in June 1958. She qualified in 19th place and in a time that was almost 34 seconds slower than Ton Brooks’ pole position. She came in 10th (and last place) and just by finishing she had made history. It was the prove to be her only race finish in the four Grand Prix she competed in.
At the French Grand Prix in 1958 controversy arose when she was forbidden to race by the race director, following the death the day before of Frenchwoman Annie Bousquet at the 12 Hours of Reims race. The race director dismissed the objections of both Maserati and de Filippis by declaring that “the only helmet a woman should wear is the hairdresser’s helmet.”
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Despite fighting prejudice from race organisers (with the exception of Bernie Ecclestone with whom she shared a warm life long friendship), amongst the drivers she commanded total respect. In this Golden Age of racing, racing sports cars at such incredible speeds was a death trap and safety measures that today are taken for granted were simply not there. It was her courage and determination in driving age she once described as both cruel and beautiful. The death of her friend and driver Jean Behra, Porsche team leader in 1959 in a secondary race at the German Grand Prix, left a profound mark on her. It was one death too many. Other deaths were to follow on the track in the years to come, and perhaps none as traumatic as the great three time world champion, Jim Clark, in 1968.
Maria felt she had pushed the limits of her own luck on the track that she called “corsa contro la morte” (race against death). She promptly retired from professional racing after Behra’s death. She decided to settle down and start a family. She married an Austrian chemist and focused on her family. She stayed away from all racing until she gingerly stepped back in 1979 when Maria joined the International Club of Former F1 Grand Prix Drivers. In 1997 she was appointed Vice-President. In 2004, she also went on to become a founding member of the Maserati Club, eventually become its chairperson. For the most part though she avoided the public glare until she was almost forgotten. She was 89 years old when she died in 2018 surrounded by family.
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Her story is one of courage, tenacity, and audacity. There is no better role model for women than Maria Teresa de Filippis especially in male dominated fields such as Formula One racing but also other tough professions.
It was one of my greatest honours of my life to have met her as a little girl through my grandfather with whom she shared a friendship. She was a living inspiration as I sought my goal to fly combat helicopters later in life. I had a personalised note from her that I had stuck inside my locker door at Sandhurst as a source of motivation and determination to succeed. I sent her a card with a picture of me after I qualified as a trained combat pilot and got my ‘wings’.
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klemcoll · 3 months ago
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Cortese at Pescara
This is the pit area for the Circuit of Pescara on August 15, 1948 as Franco Cortese brings in his Ferrari 166 S. This two liter sports car has received an old body from back in 1947, probably for better aerodynamics on the very fast and dangerous Pescara road course. The Circuit of Pescara was one of the longest with a lap length of 25.8 km.and was roughly triangular in shape. The course started…
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legendsofracing · 7 years ago
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Stuart Lewis-Evans’ Vanwall VW5, running fifth in the Pescara Grand Prix, Italy, 1957. This season, there where two races run in Italy; the other being the Italian Grand Prix at Monza.
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fuzzkaizer · 4 years ago
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Jen - Harmon Booster
“ ... distortion fuzz pedal for guitar and/or bass made in Pescara, Italy by JEN Elettronica S.p.A. This pedal does boost and enhance musical harmonics all that much to act like a fuzz or a distortion as well. You can get several tones, from a shrill distorted one to a pretty sick raspy one. It is a sort of tonebender on steroids! Plenty of fun. The circuit has also an internal BIAS trimmer to leave you setting it based on your taste to get further tone shades. ...one of the earliest ones ever; you can see it by the circuit; light-blue caps, the big tropical-fish capacitor,  and chuncky resistors; the following ones had brown caps, thinner resistors, and no tropical fish cap. Dimensions by counting also faders and feet are:
8" or 21 centimeters long x 4" or 11 centimeters width x 3" or  8 centimeters tall “
cred: reverb.com/Music Lagoon
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race-week · 3 years ago
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Are there any F1 tracks that are now defunct or have been phased out?
Hi anon; there are so many - F1 has been around since the 1950s and there has been some wild tracks over the years
Here’s a Wikipedia page of all the circuits that have ever hosted a Grand Prix, there’s a lot of them on there.
Some personal favourites of mine just because the track looked insane: AVUS, Caesar’s Palace, Pescara, Zeltweg.
Most ex Grand Prix tracks still host other forms of racing but there are some tracks that are just kind of abandoned.
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justforbooks · 5 years ago
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Sir Stirling Moss, F1 great, dies aged 90
He was content to be known, he often said, as the man who never won the world championship: a way of distinguishing him from those of lesser gifts but better luck who had actually succeeded in winning motor racing’s principal honour. But it was the manner in which Stirling Moss, who has died aged 90, effectively handed the trophy to one of his greatest rivals that established his name as a byword for sporting chivalry, as well as for speed and courage.
It was after the Portuguese Grand Prix on the street circuit at Oporto, the eighth round of the 1958 series, that Moss voluntarily appeared before the stewards to plead the case of Mike Hawthorn, threatened with disqualification from second place for apparently pushing his stalled Ferrari against the direction of the track after spinning on his final lap. Moss, who had won the race in his Vanwall, testified that his compatriot had, in fact, pushed the car on the pavement, and had thus not been on the circuit itself. Hawthorn was reinstated, along with his six championship points. Three months later, when the season ended in Casablanca, he won the title by the margin of a single point from Moss, who was never heard to express regret over his gesture.
Such sportsmanship had become part of his appeal, along with the devil-may-care charisma formerly associated with Battle of Britain fighter pilots. His public image was enhanced by his willingness to invite feature writers and TV cameras into his town house in Shepherd Market, the district of Mayfair in central London where he lived, even when married, in a kind of bachelor-pad splendour amid a panoply of hi-tech gadgets.
The aura continued to surround him long after an accident on the track truncated his career at the age of 32, when he was still in his prime. The sight of Moss, in his later decades, entering the paddock at a race meeting, accompanied by his third wife, the effervescent and indispensable Susie, never failed to draw shoals of fans, photographers and journalists keen to hear his opinion on the latest controversy.
He loved to fight against the odds, and the greatest of his Formula One victories, at the wheel of an obsolete, underpowered Lotus-Climax, came in 1961 at Monaco and the Nürburgring, two circuits that placed the highest demands on skill and nerve. Those wins could be set alongside the epic victory in the 1955 Mille Miglia and the historic triumph in the 1957 British Grand Prix at Aintree, when he and Tony Brooks became the first British drivers to win a round of the world championship series in a British car, prefacing a long period of British domination.
Before his retirement as a professional driver in 1962 he had competed in 529 races, not counting rallies, hill climbs and record attempts. He won 212 of them, an extraordinary 40% success rate. Of the 66 world championship grands prix he entered between 1951 and 1961, he won 16, a ratio unfavourably distorted by early years spent in uncompetitive British cars and by a pronounced share of mechanical misfortune.
He was born to parents who had met at Brooklands, in Surrey, the great cathedral of pre war British motor racing. His father, Alfred, was a descendant of a family of Ashkenazi Jews known, until the end of the 19th century, as Moses. A successful dentist, Alfred Moss also possessed a passion for motor sport, and competed at Brooklands in the 1920s; while studying in the US, he entered the Indianapolis 500, finishing 16th. His wife, Aileen (nee Craufurd), was the great-great-niece of “Black Bob” Craufurd, a hero of the Peninsular war in the early 19th century; an equestrian, she also entered races and rallies in her own three-wheeled Morgan.
When their son was born they were living in Thames Ditton. Two years later, after the birth of a daughter, Pat, they moved to a large house in Bray, Berkshire, called Long White Cloud. Both children rode horses competitively from an early age (Pat was to become a champion horsewoman and rally driver). Stirling, educated at Clewer Manor prep school and Haileybury, Hertfordshire, neither enjoyed nor excelled at academic work. It was at Haileybury that he was subjected to antisemitic bullying for the first time.
He was nine when his father bought him an old Austin Seven, which he drove in the fields surrounding Long White Cloud. At 15 he obtained his first driving licence and, with £50 from his equestrian winnings plus the proceeds from the sale of the Austin, bought his own Morgan. It was followed by an MG (in which he was discovered by Aileen Moss while attempting, aged 17, to surrender his virginity to one of his father’s dental receptionists) and then, in the winter of 1947-48, by a prewar BMW 328. This was the car with which he entered his first competition, organised by the Harrow Car Club, winning his class.
Resistant to the lure of dentistry, he worked briefly as a trainee waiter at various London establishments. But motor racing was where his heart lay, and for his 18th birthday his father bought him a Cooper-JAP, powered by a 500cc motorcycle engine, with which to compete in the new Formula Three series. After a couple of good performances in hill climbs, he entered and won his first single-seater race on the Brough aerodrome circuit in east Yorkshire on 7 April 1948.
Ruled out of national service by bouts of illness, including nephritis, Moss was soon a regular winner against fierce competition and before long he was making occasional trips to races in Italy and France. In May 1950, when a race was held in support of the Monaco Grand Prix, he set the best practice time, won his heat and then won the final.
As his reputation grew, he was approached in 1951 by Enzo Ferrari, who offered him a car for a Formula Two race at Bari, as the prelude to a full contract for the following season. Moss and his father made the long journey down to Puglia, only to discover that the only Ferrari was reserved for another driver, the veteran Piero Taruffi. No explanation was offered and Moss’s fury at such treatment led to a lasting rift and a special sense of satisfaction whenever he managed to beat the Italian team, particularly in a British car.
A victory in the 1954 Sebring 12-hours, sharing the wheel of an OSCA sports car with the American driver Bill Lloyd, opened the season in which he made his international breakthrough. Deciding to take the plunge into Formula One, he and his manager, Ken Gregory, first offered his services to Mercedes-Benz, then on the brink of a return to grand prix racing. When the German team politely indicated that they thought he needed more experience, Gregory and his father negotiated the purchase of a Maserati 250F, the new model from Ferrari’s local rivals.
No racing driver can have invested £5,500 more wisely. Moss and the 250F bonded instantly, and he was soon winning the Aintree 200, his maiden Formula One victory. By the time he entered the car for the German Grand Prix, he was being supported by the official Maserati team, which had recognised his world-beating potential. At Monza that September he was leading the Italian Grand Prix and looking a certainty for his first win in a round of the world championship when an oil pipe broke with 10 laps to go.
Mercedes had taken note, however, and signed him up for 1955, as No 2 to the world champion, Juan Manuel Fangio. Although neither spoke the other’s language, a warm respect grew between them. At Aintree, having won three of the season’s first four races and assured himself of a third world title, Fangio took his turn to sit in the slipstream as Moss became the first Briton to win his home grand prix.
In 1955, too, Moss won the Mille Miglia, the gruelling time trial around 1,000 miles of Italian public roads, in a Mercedes 300SLR sports car. During two reconnaissance runs his co-driver, the journalist Denis Jenkinson, prepared a set of pace notes that were inscribed on a roll of paper, held on a spindle inside a small aluminium box. As they charged from Brescia to Rome and back, Jenkinson scrolled through the notes and shouted instructions to the driver. They completed the course in 10 hours and seven minutes, at an average speed of 97.95mph – a record that stands in perpetuity, since the race was abandoned after several spectators were killed two years later.
When Mercedes bowed out of Formula One at the end of 1955, Moss returned to Maserati while Fangio went to Ferrari. Moss won at Monaco and Monza, finishing runner-up to Fangio in the championship for the second time in a row. However he had always hoped to win grands prix in a British car, and for 1957 he was happy to accept an invitation to drive a Vanwall, a Formula One car built by the industrialist Tony Vandervell at his factory in Acton, west London.
At Aintree, after a patchy start to the season, he fell out of the lead with a misfiring engine. Taking over the car of his team-mate Brooks, who was still suffering from the effects of a crash at Le Mans, he resumed in ninth place and eventually took the lead with 20 laps to go after the clutch of Jean Behra’s Maserati disintegrated and a puncture delayed Hawthorn’s Ferrari. More conclusive were the subsequent victories at Pescara and Monza, when the British car and its driver beat the Italian teams on their home ground.
After Fangio’s retirement in 1958, Moss became his undisputed heir. When Vanwall did not attend the first race of the year, in Buenos Aires, he was allowed to drive a little two-litre Cooper-Climax entered by his friend Rob Walker and, through a clever bluff involving pit stops, managed to beat the Ferraris. Back in the Vanwall, he won the Dutch, Portuguese and Moroccan grands prix, but was again condemned to second place in the final standings, this time behind Hawthorn.
Vandervell was so distressed by the death of Stuart Lewis-Evans, the team’s third driver, in Morocco at the end of the season that he withdrew his cars during the winter, leaving Moss without a drive for 1959. The solution was to form an alliance with Walker, the heir to a whisky fortune, whose Cooper-Climax would be looked after by Moss’s faithful mechanic, Alf Francis, a wartime refugee from Poland. The dark blue car suffered from unreliability until late summer, when Moss took it to victories in Portugal and Italy.
Moss and Walker remained in partnership for 1960, but a fine victory in Monaco with a new Lotus-Climax was followed at Spa by a bad crash during a practice session, the car losing a wheel at around 140mph and hitting a bank with such force that the driver suffered two broken legs, three crushed vertebrae and a broken nose. To general astonishment he was back at the wheel inside two months, winning his comeback race in a Lotus sports car.
In 1961 his virtuosity overcame the limitations of Walker’s ageing Lotus and its four-cylinder engine. Twice he outran the V6 Ferraris of Wolfgang von Trips, Phil Hill and Richie Ginther, first in a mad chase at Monaco and then, on a wet track, at the 14-mile Nürburgring. He was at the height of his powers and the only problem was to find cars good enough to match his brilliance.
Before the start of the 1962 season Enzo Ferrari offered to supply his latest car, to be run in Walker’s colours. Old resentments were cast aside and Moss accepted this rare invitation. But an accident at Goodwood, at the wheel of a Lotus, meant that it was never put to the test.
No conclusive evidence has ever emerged to explain why, on that Easter Monday, his car went straight on at St Mary’s, a fast right hander, and hit an earth bank. It took 40 minutes to cut his unconscious body out of the crumpled wreckage.
The outward signs of physical damage – severe facial wounds, a crushed left cheekbone, a displaced eye socket, a broken arm, a double fracture of the leg at knee and ankle, and many bad cuts – were less significant than the deep bruising to the right side of his brain, which put him in a coma for a month and left him paralysed in the left side for six months, with his survival a matter of national concern.
After lengthy treatment, convalescence and corrective surgery, he started driving on the road again. And in May 1963, a year and a week after the accident, he returned to Goodwood, lapping in a Lotus sports car for half an hour on a damp track. When he returned to the pits, it was with bad news. The old reflexes, he believed, had been dulled, and without that sharpness he could only be an ex-racing driver. In the fullness of time, he came to regret the decision. Had he postponed it a further two or three years, he felt, his recovery would have been complete and, at 35, he might have had several seasons at the top ahead of him.
Instead he occupied himself with his property company. There was also the well remunerated business of being Stirling Moss, constantly in demand for commercial and ceremonial events. He participated in races for historic cars, taking advantage of a special dispensation that allowed him, and him alone of all the world’s racing drivers, to ignore modern safety regulations by competing in his old helmet and overalls and doing without seat-belts.
He celebrated his 81st birthday by racing at the Goodwood Revival; a few months earlier he had fallen 30ft down the lift shaft at his Mayfair home, breaking both his ankles. Towards the end of 2016, however, he fell ill during a trip to the far east. After several weeks in hospital in Singapore he was flown home to London and his withdrawal from public life was announced.
Always enthusiastic in his pursuit of what, refusing to abandon the vernacular of racing drivers of the 50s, he referred to as “crumpet”, he was married three times. The first marriage, in 1957, was to Katie Molson, the heir to a Canadian brewing fortune; they separated three years later. In 1964 he married Elaine Barberino, an American public relations executive, with whom he had a daughter, Allison, in 1967, and from whom he was divorced the following year. He married Susie Paine, the daughter of an old friend, in 1980; their son, Elliot, was born later that year.
Appointed OBE in the 1959 new year’s honours list, and named BBC sports personality of the year in 1961, he was knighted in 2000.
He is survived by Susie and his children.
• Stirling Craufurd Moss, racing driver, born 17 September 1929; died 12 April 2020
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alanjporterwriter · 5 years ago
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Books Read in 2020 #58 - “The Last Road Race” by Richard Williams. The tale of a pivotal moment in the history of Grand Prix racing. In 1957 The Pescara GP made its one and only appearance on the calendar, the route on the public roads connecting several villages along Italy’s Adriatic coast bearing the distinction of the longest GP circuit ever used. It was a time of the changing of the guard with the arrival of British teams taking on the dominant Italian manufacturers, and the appearance of the first light small mid-engined cars that would eventually replace the front engined beasts. It was also the last time that giants such as Moss, Fangio, Hawthorn and more would compete wheel to wheel. The book is a short, but informative and entertaining read that paints an evocative picture of a lost age of motorsports.
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crazystatlady · 4 years ago
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Finished the circuits list yesterday. Fun Facts: The longest F1 circuit was Pescara. It was used only once in 1957. The only figure 8 F1 circuit is Suzuka. F1 races have been held there 31 times. Also modern GPs tend to only use one track but 7 different French circuits have been used for the French GP. Can you guess how many British and Spanish circuits have been used for their respective GPs?
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somar78 · 5 years ago
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Alfa-Romeo 6C 2300 Pescara - 1934 by Perico001 Coachwork by Cognolato in the style of Zagato Meticulous re-creation of a lost Zagato design, certified by Zagato 'An absolute novelty presented by Alfa Romeo at the 1934 Milan automobile show was the latest creation of Vittorio Jano, the 6-cylinder intended by the factory and by its designer to claim the heritage of the prestigious Alfa Romeo 1750...' – 'Le Alfa Romeo di Vittorio Jano', Autocritica, Milan, 1982. Introduced at the 1934 Milan Show, the Alfa Romeo 6C 2300 was the latest flowering of a noble line of sporting models that had originated in 1925 with the 6C 1500. The latter was the first true expression of the abiding design genius of Vittorio Jano, who had masterminded the Italian firm's meteoric rise to world-class stature in the mid-1920s. His P2 and Tipo B Monoposto racing designs proved virtually unbeatable at Grand Prix level in their heyday, while his family of six-cylinder sports-racing cars has passed into the annals of motoring history as the standard-setter of its time. The 2300's newly developed six-cylinder 2,309cc engine featured an integrally cast crankcase and cylinder block topped by an aluminium-alloy cylinder head. Two basic specifications were available: the Turismo model with a long-wheelbase chassis, and the Gran Turismo with a shortened wheelbase. In 1934, the 6C 2300 made an auspicious competition debut in the inaugural 'Giro d'Italia - Coppa d'Oro del Littorio', a race held in three stages over a total of 5,687 kilometres. Four cars with open coachwork by Brianza were entrusted to Scuderia Ferrari, which collaborated closely with Alfa Romeo on competition matters. The engines were equipped with a new inlet manifold, two 35mm Solex carburettors, and twin 3-into-1 exhaust manifolds. Thus equipped, the engines produced more than 100bhp. Other changes made to the cars included a higher final drive ratio; Bosch electrics with a second battery; an enlarged fuel tank; two fuel pumps; and the addition of a rev counter. Alfa Romeo suffered some bad luck in the course of the race, as the leading car driven by Marinoni had an accident in the second stage. However, the other three cars enjoyed more success, with the Rosa/Comotti car finishing 2nd overall, and the others finishing 4th and 5th. The model's definitive success came at the 'Targa Abruzzo - 24 Ore di Pescara' on 12/13th August 1934, when three Touring-bodied coupés finished 1st, 2nd, and 3rd with the Cortese/Severi car winning against stiff competition from the Lancia Astura driven by Pintacuda/Brivio, who had won the previous Giro d'Italia, and the two Alfa Romeo 8C 2300s of Tazio Nuvolari and Guy Moll. Capitalising on this success, Alfa Romeo decided to build a series of 60 Gran Turismo cars with the mechanical specifications of the racing Berlinetta, and with various types of coachwork ranging from saloons to open spiders. These cars were called 'Pescara' to commemorate Alfa's racing successes. They were the predecessors of the new Touring-bodied 6C 2300 B Mille Miglia models that debuted at the 1937 Mille Miglia. The car offered here is a re-creation of the racing Siluro commissioned and campaigned by Jacques de Rham, the enthusiastic young son of a Swiss nobleman and landowner. In 1935, de Rham, founded the 'Scuderia Maremmana' racing team in Grosseto, Tuscany. Only 26 years old, he had a great passion for all things mechanical. FIAT and Maserati were among the first motor cars bought for his racing stable, but he mainly favoured Alfa Romeo, buying them from Scuderia Ferrari. Clemente Biondetti drove de Rham's Alfa Romeo P3, finishing 4th overall in 1936 following victory in Rome; De Graffenried drove his 6C 1750, and finished 7th overall with the 8C 2600 at the Mille Miglia. Jacques de Rham also purchased two Alfa Romeo 6C 2300 GT Pescara models - one from 1934, the other from 1935 - both with Berlinetta coachwork by Touring, and campaigned them in various hill climbs in the first months of 1937. He decided, though, that the cars were too heavy to be successful, and had them sent to Zagato in Milan for the fitting of Siluro-type aerodynamic open coachwork in aluminium. The result was an impressive weight saving of some 300kg with the total weight remaining under 1,000kg. Zagato delivered both cars at the end of May 1937. At the same time, the engines were improved by the installation of new Borgo pistons. The cars made their racing debut at the 'Grand Prix de Provence et de Marseille' at the Miramas circuit, where Carlo Pes de Villamarina finished 1st in class in the third race. Other placings followed in various hill climbs, where the cars were campaigned by Jacques and his friends. The history of Jacques de Rham and his Scuderia Maremmana has been meticulously documented in an Italian-language book by Daniele Cantini. Sadly, neither car has survived, and we owe this Siluro re-creation to a lifelong Italian Alfa Romeo enthusiast and collector, who in this case started with a complete, matching numbers, 1934 Alfa Romeo 6C 2300 7th Series GT Pescara Berlina with coachwork by Touring. The car was completely dismantled, and the construction of the Zagato-style Siluro body was entrusted to no lesser coachbuilder than Dino Cognolato of the Carrozzeria Nova Rinascente in Padova, Italy. One of the world's finest coachbuilders, with a lifetime of experience in the craft, Dino Cognolato carried out all the work himself. Starting from 1:1 scale drawings based on historic photographs, he constructed the entire aluminium coachwork and designed from scratch small details such as the door closures, etc. At the same time, the chassis and the mechanicals were overhauled, and the engine dynamometer tested. The engine delivers a highly respectable maximum of 119bhp at 4,500rpm, which in combination with the car's low weight of only 989kg results in breathtaking performance. The project took more than four years to complete, since when this stunning Alfa Romeo has covered a mere 94 shakedown kilometres. Recently, Zagato invited this Siluro to attend a gathering of Zagato-bodied cars to celebrate the presentation of the new Maserati Mostro prototype by Zagato at the former Alfa Romeo test track at Arese. It will be offered with an official Zagato certificate; a Declaration of Authenticity, signed by the former president of the National Technical Commission of the ASI; a comprehensive photographic documentation of the restoration and reconstruction work; California Certificate of Title; and Italian import documents relating to the donor car's importation into Italy from Switzerland. As it has a genuine Alfa Romeo 6C 2300 GT Pescara chassis, this car is potentially eligible for a wide range of prestigious international events. Les Grandes Marques du Monde au Grand Palais Bonhams Estimated : € 550.000 - 750.000 Parijs - Paris Frankrijk - France February 2017 https://flic.kr/p/RP38ff
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klemcoll · 5 years ago
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A Race at Pescara
A Race at Pescara
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On August 15, 1961 a four hour international sports car race was held on the public road circuit at Pescara on Itlay’s Adriatic coast. This event was the final round of the Manufacturers Championship for that year. The Pescara circuit had a lengthy history going back to the prewar years of both Grand Prix and sports car endurance races. The course departed from Pescara and followed a roughly…
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swimmersdaily · 6 years ago
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HaBaWaBa shows us the future of waterpolo
The International Festival had amazing numbers (1,485 athletes, over 3,400 attendees) and the new rules worked. WPD President Pisani: “More technique, less contact: it’s a game for everybody”
OFFICIAL DATA
Two days after the end of HaBaWaBa International Festival 2019, it’s time for some numbers. We’re using these data to tell the enormity of the event in Lignano Sabbiadoro (Italy), the biggest and most spectacular in the world of youth waterpolo. An event that is possible due to Waterpolo Development commitment, but also to the help of clubs and coaches, who have fully understood the HaBaWaBa spirit, allowing kids – the Festival is all about them – to live an experience that they will remember for life in the best way possible.
As the official report by Delta I.S.O. – the company that manages the accreditation system of HaBaWaBa International Festival -, the little players of the 12th edition were 1,485, from 10 different countries. Along with them, 242 coaches and managers and 1,441 family members and fans arrived at Bella Italia & EFA Village. You have to add these numbers to those of the organizers – an army of 237 people including WPD members, referees, officials, volunteers, medicals and media – and 12 VIP guests. Overall, therefore, in one week the HaBaWaBa International Festival involved 3,417 people. Once again, this was an incredible number for a kids’ waterpolo event. As for the two tournaments, in 6 days of competition the 134 teams (112 in U11 category and 22 in U9) played a total of 696 games, scoring such as 8,448 goals.
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WINNERS AND CELEBRITIES
KSI Blue Dolphins triumphed in the U9 tournament: in front of almost 3,000 spectators of the Olympic pool, after the national anthems ceremonials, the team from Budapest won the final over Italian Club Aquatico Pescara. Pecsi was the winner of the U11 category, defeating Savona Brandale in the final game. Pecsi have had an unique way to approach the game: the Hungarian kids have danced during the team presentations and many of them have kept dancing until the start of the game. And after the success, some wild celebrations started… So, for the first time in 12 years the Hungarian teams won both competitions of the event in Lignano Sabbiadoro (visit HaBaWaBa.com and the official HaBaWaBa International Festival Facebook page to watch images and videos of the event).
Both teams were awarded during the closing ceremony, in Bella Italia & EFA Village Sports Palace. In addition to the winners, all of the 134 teams participating in the 12th edition will receive a trophy. The HaBaWaBa testimonial Fabio Bencivenga and other waterpolo stars as Olympic champions Alexandra Araujo, Marco D’Altrui, Zsolt Varga, Zoltan Szecsi and threetimes Champions League winner Francesco Postiglione delivered cups and medals to the kids. The Fair Play award – assigned by referees and officials on the basis of the scores collected at the end of each game – was given ex aequo to Lupetti Perugia (Ita) and Manianpama XS (Ita) in the U9 category and to the Hungarian Sote in the U11 category.
The Golden Baby was a 5-yers girl. Her name is Vittoria Gerosa and she was born on July 13, 2013: she was the youngest player of the entire Festival (N.C. Monza).
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THE FUTURE OF WATERPOLO
Waterpolo Development can be proud of the Festival and we are equally proud of the success of the new HaBaWaBa rules. “Kids immediately adapted to them and the rules change has given the outcome we wished: with the new rules, who moves more in the pool wins the game which has produced a more dynamic and less physical waterpolo”, WPD president Lucio Pisani says. “The new HaBaWaBa rules – Pisani continues – have also freed the kids’ imagination, they have invented new ways to dribble or defend. In addition, the game has become less physically hard, allowing the smaller players to have fun and mitigating the fear of the parents: you know, some of them are afraid that waterpolo is a too dangerous sport for their children. Instead this is a waterpolo ‘for everybody’, which can therefore attract more kids and broaden the base of waterpolo players”.
As for the application of the rules, of course, there is still work to be done. “Obviously there was some problem of rules interpretation, we are only at their first implementation, but we think that our referees have done a great job and we believe we are on the right track. FINA aims to make waterpolo faster and ‘cleaner’ in the future, with these rules today’s kids will already be prepared”.
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SPREADING HABAWABA
During the Festival, members of Waterpolo Development Board had meetings with Egyptian Swimming Federation Secretary Ibrahim Zaher, who is working to the 1st edition of HaBaWaBa Egypt, and Carolina Arantes, member of Associação Bauruense de Desportes Aquáticos (ABDA) of Bauru, who aims to bring an HaBaWaBa International Circuit stage to Brazil. And the HaBaWaBa summer is not over: in these days, Lignano is hosting the 4th edition of HaBaWaBa PLUS U13: 2 competitions (Girls and Boys), 63 teams, 11 nations represented.
For further infos visit WPDWorld.com and HaBaWaBa.com/en
Press release from Waterpolo Development, images courtesy of DeepBlueMedia
HaBaWaBa International Festival and the future of waterpolo #HaBaWaBa HaBaWaBa shows us the future of waterpolo The International Festival had amazing numbers (1,485 athletes, over 3,400 attendees) and the new rules worked.
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theblackshit · 6 years ago
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Artist: Gabriele De Santis
Exhibition title: I Can Skip The Turtles This Time
Venue: ULTRASTUDIO, Pescara, Italy, Los Angeles, US
Date: June 24 – September 8, 2018
Photography: all images copyright and courtesy of the artist and ULTRASTUDIO
In 2018. Between the self and the self there is always the other
A. We are in 2018. SWe are still far from 16 December 16, 2040, our hundredth birthday, yet we are but yet we are getting closer to the 11th July 11, 2023, the date of our alleged death.
B. We are in 2018! We can write our 14th telegram for the Serie di merli disposti ad intervalli regolari lungo gli spalti di una muraglia. If we sent it today we would write 16.700 days ago it was 2 May 2, 1971, which means. It is also 400.800 hours ago, 1.422.880.000 seconds ago.
A. Do you remember in Alice’s Adventures in WonderlandLe avventure di Alice nel paese delle Meraviglie, by Lewis Carroll, when Alice, drinking tea in the company of the Mad Hatter, noticed histhe clockk of Cappellaio? ‘What a funny watch!’ she remarked. `It tells the day of the month, and doesn’t tell what o’clock it is!’ ‘Why should it?’ muttered the Hatter. `Does your watch tell you what year it is?’ `Of course not,’ Alice replied very readily: `but that’s because it stays the same year for such a long time.’
B. Ours watchesclock are instead annual clocks where the clock face displays – rather than the hours’ digitscyphers like 12, 3, 6, 9 – the ones of the currentprevious year, suspendinglaying off the conventional time telling of the wristwatch. It’s impossible to measure what seems to flow. So As long as we don’t mess with it – something that happens quite often – time can make the clocks do everything it likes (1)
A. Also the calendar, where years and days can switch. From 365/366 days, it’s enough to select a few to compose a collage, the cipher of the year. It’s no longer a linear or mathematical time, but an existential time. It’s a replaced, condensed, re-combined time, where temporal measures of different orders trade places, where time can be played.
A. Same for the calendar, where years and days can swap places. Of the 365/366 days available on a calendar, it’s enough to select a few of them to compose a collage with the figure of the year. It’s no longer a linear or mathematical time, but an existential one. A replaced, condensed, re-combined time, where temporal measures of different orders exchange places, where time can be played with. B. Do they also ask you continuously ask you why dates are so important for us?
A. … And the answer is always the same: DThe dates? DoO you know why they are very important? Because if, for instance, you write on a wall ‘1970’ it might seems nothing important, but in thirty years…. With every day which goes by, this date becomes more beautiful, it’s time at work. Dates indeed have this beauty, the more time passes by, the more beautiful they become. (2)
B. Today 1970 is the time – and space – of mythological nostalgia. Us, well weWe ourselves took the appearance of an eccentric figure, to a certain extent suspended in a legendary limen. The language through which we communicated at the time is known today familiar, historicized, almost well-established. Yet for us it continues to beis always an experiment, a game. Niente da vedere, niente da nascondere (Nothing to see, nothing to hide) we declared in 1969 via our work. A frame which leads towards the outside.
A. We are in 2017. If we were to write 2018 on a wall now, what will everybody think in thirty years? What will be left of its symbols and aesthetic? The filter of time we explore needs to challenge the spectator to go beyond trespass the retinal sphere, to define the seeing experience in a new way.
B. Do we want to see or hide today? Or better: is it possible to see or is it preferable to hide in a safer elsewhere? It’s important to face the present, to not fear it, or seek refuge in the past or in a incessant appropriation, citationism, but to welcome that which has been into an unpredictable scheme, in order to, before everything elseabove all, build an iconography of the current time.
A. And after all moreover how can we predict the present? In its confrontationrossing with the past, or in its future crossingscrossings, as how are we are doing now? The nonsenses, the inversions, the clocks, the calendars, the harebrained odd telegrams, the allusions to the (dis)measures of time, the possible meetings encounters and those we desire to have, can be highlighted and elaborated in order to write a page on our timeoday.
B. I don’t have an answer but a proposal. First of all, to be involved in the present, to know how to face it, interpret it, and put it into a shapetranslate it, and shape it. This is what we intend to do. To play with the image and make the game participate, to create a short circuit of and into ordinary experience, are all variablesoptions that shouldn mustn’t be underestimated.
A. Yes, to disclose art to the dimension of time, to lose the gaze, to involve the spectator and draw him into the invented and built-up dimension. Perhaps we need to act as prophets psychics. DALL’OGGI AL DOMANI (FROM TODAY TO TOMORROW)OVERNIGHT. Without any prophecy art is incomplete. A prophecy that can involve give enclosure, that can draw, that brings the observer to strive to see the invisible.
B. We are in 2018. So let’s keep meditating on time, this intangible concept. Let’s not isolate it, let’s not crystallise it into a microcosm. Let’s unfold it toward its infinite possible images. Here we are: DARE TEMPO AL TEMPO (JUST GIVE IT SOME TIME TO TIME) in that POZZO SENZA FINE (BOTTOMLESS HOLE). If we can manage to be vedenti (to be those who see)seeing, time it will reveal itself.
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awesometammywhiteblr-blog · 8 years ago
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04-07 Lorenzo Bandini of Italy drives the #4 Scuderia Centro Sud Ferrari 250 TRI/61 during the World Sportscar Championship 4 Hours of Pescara race on 15 August 1961 at the Pescara Circuit near ... http://dlvr.it/NqqgC8
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Championship winners FFF Racing Team announce Blancpain GT Series Asia entries
> Italian outfit confirms two Squadra Corse-supported Lamborghini Huracan GT3s
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Championship-winning sportscar squad FFF Racing Team has confirmed it will enter 2017’s inaugural Blancpain GT Series Asia campaign with a pair of Squadra Corse-supported Lamborghini Huracan GT3s.
The outfit, overseen by Andrea Caldarelli, is based out of Pescara in Italy, but is no stranger to success on the Asian continent having contested last year’s Asian Le Mans Series and FIA GT World Cup in Macau, and claimed the GT Asia crown.
Now those same Lamborghinis are heading to SRO’s all-new GT3 category, which builds on the experience and expertise earned from organising global sportscar championships over the past 25 years.
The world-renowned Balance of Performance that provides parity in Europe’s burgeoning Blancpain GT Series, US-based Pirelli World Challenge, the Australian GT Championship and Intercontinental GT Challenge, as well as national categories and standalone races, will be introduced for the first time across Asia this year. Equally, a package aimed at helping teams and drivers generate a greater return and visibility from their racing has already been announced.
And it is one of those elements - having Lamborghini Super Trofeo Asia as an official support series at all rounds - that has prompted FFF Racing Team to field cars in two categories over the same race weekend, as highlighted by team owner Sean Fu Songyang.
“It is a great pleasure to be announcing FFF Racing’s entry in the newly-launched SRO GT Series Asia,” he said. “The team has achieved a lot in Asia and Europe in 2016 and we hope to carry that success forward into this new arena, where we will run a pair of Lamborghini Huracan GT3s alongside our recently announced Super Trofeo Asia campaign. It promises to be an incredibly exciting year and I cannot wait to put the final pieces of the puzzle together by confirming our driver line-up.”
Championship Manager Benjamin Franassovici believes FFF Racing Team’s early commitment is a sign of how competitive Blancpain GT Series Asia will be in its first season.
“It’s fantastic to have secured an outfit of FFF Racing Team’s undoubted calibre for the inaugural Blancpain GT Series Asia campaign just a few weeks into 2017,” he said. “Having one of the region’s biggest teams, overseen by someone as successful as Andrea Caldarelli, confirm two cars this early underlines the dedication and determination to continue their winning ways against what is sure to be an incredibly competitive GT3 field. Clearly, the standard has been set extremely high from the very start, a trait shared by all of SRO’s GT categories around the world.
“Interest in both the GT3 and GT4 categories has surpassed our own expectations and it now looks very likely that more than 20 cars will be lining up for the start of the season in Sepang.”
Head of Lamborghini Motorsport Giorgio Sanna added: “In 2017 the Asian motorsport scene will be more important than ever, thanks to the launch of the new Blancpain GT Series Asia. Lamborghini Squadra Corse will be strongly involved, with all the rounds of the Super Trofeo Asia one-make series concomitant with the GTs. Last but not least, we are proud to support such a professional team as FFF Racing Team, which brought us a championship title in 2016 with our GT3 Junior Drivers, Andrea Amici and Edoardo Liberati – two fast guys who are building a professional motorsport career with Lamborghini Squadra Corse.”
FFF Racing Team are expected to announce their driver line-up in the coming weeks.
The opening round of 2017’s inaugural Blancpain GT Series Asia season kicks off at Sepang in Malaysia on April 8/9.
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2017 Blancpain GT Series Asia Schedule
April 8/9 - Sepang, Malaysia May 20/21 - Chang International Circuit, Thailand June 24/25 - Suzuka, Japan August 19/20 - Fuji Speedway, Japan September 23/24 - Shanghai, China October 21/22 - Zhejiang, China
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