Bueno, en este topic os voy a poner textos de la enciclopedia Grand Prix, de RBA, es sobre los grandes pilotos de la historia de la F1, hoy Giuseppe Farina:


NINO FARINA

Aunque la guerra frenó su carrera, Giuseppe Farina fue de los afortunados que pudieron reemprenderla con éxito. Doctor en leyes que, en 1950, se proclamaría primer campeón del mundo, fue desde sus inicios genio y figura, pues ya en su debut sufrió el primero de los muchos accidentes que forjaron su leyenda de indestructible. Tras unas temporadas "por libre" con Maserati, entró en la Scuderia Ferrari apadrinado por Tazio Nuvolari, y su empeño en plantar cara a los potentes equipos alemanes con coches muy inferiores acabó, con frecuencia, en accidentes... que no le desanimaron. Como tampoco lo hizo la guerra, pues ya en 1946 ganó el GP de las Naciones, en Ginebra, y durante tres años estuvo corriendo y ganando como cliente de Maserati y eventual de Ferrari. Cuando Alfa Romeo decidió volver a los circuitos, tras su año sabático de 1949, Farina fue contratado como líder y batió a sus compañeros Fangio y Fagioli en cerrada lucha por el título mundial. Pero en 1951 se vio eclipsado por Fangio, y lo propio le ocurrió con Ascari en Ferrari durante la temporada 52-53, si bien logró ganar el GP de Alemani pese a perder una rueda durante el mismo. Tras la marcha de Ascari a Lancia, en 1954, Farina ganó en Siracusa y parecí volver por sus fueros, pero sendos accidentes en las Mille Miglia y en Monza, lo impidieron. Otros pilotos hubiesen abandonado su carrera, pero él no: en el GP de Argentina de 1955, disputado bajo un sol de justicia que dejó a media parrilla fuera de combate, se clasificó 2º con un coche... ¡y 3º con otro! Puntuó en Mónaco (4º) y retornó al podium en Bélgica. Se retiró, volvió para intentar calificarse en Indianapolis, se rompió una vértebra en Monza... y en 1957 volvió a Indy, donde la muerte de un compañero en entrenamientos le motivó a retirarse en firme.

Finalmente, quien había sobrevivido a decenas de accidentes en los circuitos halló la muerte en uno de carretera el 30 de junio de 1966. Y él, piloto individualista de vida familiar celosamente guardada, el que no había querido participar en la celebración de su propio título mundial, no pudo impedir que una multitud triste y silenciosa le acompañase a su último box.

Datos personales
Nacimiento: 30 de octubre de 1906, en Turín, Italia.
Debut en competición: Carrera en Cuesta de Aosta Gran San Bernardo, 1932
Historial previo a la F1: Campeón de Italia en 1937, 1938 y 1939. Numerosas victorias con Alfa Romeo, Maserati y Ferrari en 1946-1949.
Equipos F1: Alfa Romeo (1950-1951), Ferrari (1952-1953 fijo, 1954-1955 eventual)
Primer GP: Gran Bretaña 1950
Primer punto: Gran Bretaña 1950
Primer podium: Gran Bretaña 1950
Primera pole position: Gran Bretaña 1950
Primera victoria: Gran Bretaña 1950
GGPP disputados: 33
Nº veces clasificado: 26 (78´8%)
Podiums:19´5 (59´1%) Si alguien lo sabe que me explique esto de hacer 19 podiums y medio
Victorias: 5 (15´2%)
Pole positions: 5 (15´2%)
Vueltas rápidas: 5 (15´2%)
Hat-tricks: 1 (3%)
Títulos mundiales: 1, en 1950 con Alfa Romeo

Villo, me parece estupenda tu idea y gracias por currártelo, pero éste tipo de topic mejor postealo en el apartado "tecnologia e historia."

Alli tiene un sitio esperandole. :quesi

Ostras pues ahora mismo estoy fuera de juego, no se quizás panchu haya movido el mensaje, pero no entiendo lo que dices Cosworth, a mi el topic me sale ya en el subforo de tecnologia y historia.
No se quizás cuando tu lo viste estaba en otro subforo y los moderadores lo hayan movido hasta aquí.

En fin que no se, la cuestión es que ya está aquí y de paso felicitar a Villo por el gran topic y.......


Quiero más... para cuando la segunda entrega???

Perdón, me di cuenta después de ponerlo de que me equivoqué de foro, pero bueno, ahora está bien.

A ver si puedo poner la siguiente esta noche o mañana, adivinad quien será.

PUES EL GRAN CHUECO, JUAN MANUEL FANGIO

Perdón, pero es que no os lo puedo poner, el martes me voy de viaje de estudios y me están apurando todos los exámenes antes de irme y tengo mucho que estudiar. Lo siento, en cuanto pueda lo pongo. :cabreo3 :2(

Ok Villo, si te parece te dejaremos a ti el honor de plasmar la biografía de Fangio.

Venga y suerte con los examenes!!!

Juan Manuel Fangio

¿Quién ha sido el mejor piloto de todos los tiempos? Entre Felipe Nazzaro, que lo ganó todo en 1907 y Michael Schumacher, que reabrió el libro de los récords en 2000, hay una decena de candidatos que hace difícil la elección. Si nos atenemos al Campeonato del Mundo, marco de referencia desde 1950, Fangio es el que más títulos ha ganado (ahora Schumacher tiene los mismos) y el que más altos porcentajes detenta. Sus 24 victorias en 51 GGPP disputados arrojan un 47% de éxitos que lo sitúan tan por encima de Ascari (39%), Clark (34%), M. Schumacher (30%), Stewart (27%), Senna y Prost (25%) o Moss (24%), que difícilmente podrá ser alcanzado. ¿Su "secreto"?: una combinación óptima de factores. Su precisión era increíble, en cada vuelta colocaba la rueda en el mismo punto de referencia. Los humildes inicios en Mecánica Nacional, sabiendo que si rompía el coche ya no corría más, le imbuyeron un gran respeto hacia sus máquinas. El duro aprendizaje en Turismo Carretera, cuya prueba reina, la Buenos Aires-Lima-Buenos Aires de 9445 km que ganó en 1940, le aportó resistencia física y capacidad de supervivencia. En aquellas carreras cambió diferenciales, desmontó y rearmó motores a la par que hacía gala de una gran intuición de situaciones inesperadas, lo que le permitía adelantarse a ellas. De todo esto surgió el que podríamos denominar principio de Fangio: “la forma más segura de ganar es haciéndolo por la mínima diferencia sobre el segundo”. Para aplicarlo, hacían falta, además, manos sensibles, nervios de acero… y suerte. Él los tuvo. Cinco títulos de Campeón del Mundo más tarde, El Chueco –apodo que le pusieron sus compañeros de equipo de fútbol durante el servicio militar porque tenía las piernas muy arqueadas- se convertía en El Quíntuple y dejaba el listón a una altura aún no superada (pero si igualada).


DATOS PERSONALES

-Nacimiento: 24-6-1911 en Balcarce (Argentina)
-Debut en competición: En un sidecar como paquete
-Historial previo a la F1: Mecánica Nacional, Turismo Carretera (campeón argentino de 1940 y 1941), Fuerza Libre. 6 victorias en F1 y F2 (1949) cuando aún no existía el Campeonato del Mundo.
-Equipos F1: Alfa Romeo (1950-1951), Maserati (1952-1954), Mercedes Benz (1954-1955), Ferrari (1956) y Maserati (1957).
-Primer GP: Gran Bretaña 1950
-Primer punto: Mónaco 1950
-Primer podium: Mónaco 1950
-Primera Pole Position: Mónaco 1950
-Primera victoria: Mónaco 1950
-GGPP disputados: 51
-Nº de veces clasificado: 44 (86´3 %)
-Podiums: 35 (68´6 %)
-Victorias: 24 (47´1 %)
-Pole positions: 28 (54´9 %)
-Vueltas rápidas: 23 (45´1 %)
-Hat-tricks: 9 (17´6 %)
-Títulos mundiales: 1951, 1954 (con Maserati y Mercedes), 1955, 1956, 1957.



El siguiente: Jack Brabham, no os lo podré poner hasta que vuelva del viaje de estudios, el día 8.

A ESPERAR TOCA

Bueno Villo, pues espero que estes aprovechando a tope tus dias de vacaciones, porque el dia 8 queremos a Jack Brabham en el estrado.

Por cierto el dia 8 es mañana...!!!!

EL MEJOR DE TODOS!!!! :boing TAKI INOUE
:boing :quesi :quesi
When the Kat disses you, you're in big trouble, kiddo
Born in Kobe, Japan, allegedly the son of a slot-machine magnate (though the man himself denies coming from a wealthy family), Takachiho Inoue had the unfortunate combination of being moneyed, relatively untalented and Japanese. In Formula One terms, that he would be much-maligned was his birthright.
Some cases in point, perhaps. This is the man whom even the oft-derided Ukyo Katayama dismissed as "rubbish". The Bluffer's Guide to F1, which depicts the sport as one where the aim is to throw a car at a wall, as a result names Inoue as an example of the perfect F1 driver. When Johnny Herbert first tested the 1995 Benetton and was 2.5 seconds slower than Michael Schumacher, in hindsight he said he "felt like Taki Inoue or someone".

Background
Synonomous in the F1 world with incompetence - almost unfairly, perhaps?
And of course, Taki has a well known 'UnApPrEcIaTiOn PaGe' dedicated to him on the 'net. Furthermore, the renowned encyclopaedia of F1 drivers, the Grand Prix Who's Who, whilst generally giving praise to most pilots, is positively disdainful in its treatment of the hapless Inoue. Even Jackie Oliver, Taki's boss in 1995, supposedly joined in the criticism when he was quoted in Autocourse as describing Inoue's 1995 season thus: "His learning curve has been steep, but his performance very flat."
As a result, some would regard him as one of the worst-ever Grand Prix drivers. But let Autosport in its 1995 review go in to bat for poor Taki: "he cheerfully accepted his limitations, although he would occasionally put in quite a respectable time on a circuit he knew."



Starting 19th on the grid, Inoue (car 33 at bottom right) was too slow to get caught up in the traditional first corner pile-up in the 1994 F3000 round at Enna in Sicily.


1985-88
Foray into Europe stalls after two seasons in FFord 1600; Sears makes it clear it's all about the money
Right from the start Inoue did little to catch the eye of anyone other than detractors. He raced in the Fuji Freshman touring car series in Japan in 1985 and 1986, before packing his bags in 1987 and heading for England, where he attended the Jim Russell Racing School at Snetterton. There, not only was language a barrier, but also the fact that he had never seen any of the British circuits before, and had not raced in a proper single-seater racing car before! That he merely got through the year with what money he had was an achievement in itself.
In 1988, though, he got together with David Sears Motorsport, and competed a full season of British Formula Ford 1600, where at least he got in around 25 races' worth of valuable experience. Taki says Sears had told him: "Money is racing. No money, no race. No dark area, no gray zone." He had then planned to progress into F3, but the team he approached wanted $625,000, money which he simply didn't have. As a result, he was left with no option but to return to Japan.

1989-94
Improves gradually in Japanese F3 before he take the plunge into F3000
For the next few years, right through to the end of 1993, he raced in Japanese F3, improving with every season although solid results were few and far between. In 1992 he scored 2 fourth places and was 10th overall. He improved by one spot the next year, once again just missing out on the podium twice in his Dallara 393 Mugen. With 6 points, he was 9th overall in the 1993 championship, one spot ahead of Toranosuke Takagi in 10th.
In 1994, he managed to return to Europe and linked up with Sears again to drive in F3000 for the latter's Super Nova team, as team-mate to Vincenzo Sospiri. Driving a Reynard 94D Cosworth, Inoue consistently qualified in the lower midfield, and landed a best result of 9th at Estoril. Yet by contrast Sospiri was in championship contention right to the end, whereas Inoue failed to score even a single point.


1994
Simtek
Gets a test alongside Sospiri, but the $$ give him a Suzuka berth
All this time, however, he had his eyes on F1, and he had talks with various financially-struggling teams. Prior to the Japanese Grand Prix, he talked to Larrousse, Footwork and Lotus. But in the end it was Simtek that offered both himself and Sospiri the opportunity to test at Barcelona. Inoue was immediately impressed by the light steering, but also by the need to keep pushing right from the out-lap to keep temperatures up.
One might have expected that with his better credentials Sospiri would have got the nod over Taki, but considering the all-important monetary factor, it was the man from Kobe who would make his Grand Prix debut in the Simtek S941 Ford at Suzuka. Local knowledge ought to have helped him, but after Friday qualifying he was some 3.4 seconds slower than team-mate David Brabham who was 24th, and 3.1 seconds behind fellow debutant Mika Salo in the Lotus.



Taki on his GP debut at Suzuka in the Simtek. It would rain for most of the weekend. Picture thanks to ASAG.sk.


1994
Not the easiest GP debut for Japan's Taki-san...
However, he had both the awful Pacifics behind him, but it was clear that come Saturday Inoue would have to improve to assure himself of a place on the grid. But as luck would have it, five minutes before qualifying began, rain started falling, and Inoue was guaranteed a start for his first GP.
The bad news was that the rain continued pelting down on race-day. On the parade lap, Inoue's Simtek lost 5th gear, but in such appalling conditions he would hardly get to use it anyway. The rain was so hard it hit his helmet like stones. In the end, whilst trying to catch Michele Alboreto's Minardi at the end of the third lap, he found Herbert's Benetton beached in the gravel and Katayama's Tyrrell against the pit-wall. But in a split second he was aquaplaning, and found himself suffering the same fate as his countryman. His short debut was over.

1994-95
Arrows
Financial musical chairs allow for untaxed money to his team; but it's all legal!
Whilst Mimmo Schiattarella took the Simtek seat for the Australian GP, in 1995 Inoue was back having secured a deal with the Footwork Arrows team to drive their FA16 chassis with a Hart V8 engine. It was an expensive agreement, with Inoue having to pay US$1 million before he so much as sat in the car, before delivering another US$500,000 per month by selling sponsorship space on the car in his native Japan, to pay a total of US$4.5 million. Taki says: "I didn't feel any pressure from the racing itself, just the pressure from my payment schedule."
How he raised the money and avoided tax required a bit of legal trickery in itself - a process he claims most F1 drivers and teams employ. He set up companies in Japan and America, and also a British bank account linked to a Swiss bank. He would raise the money in Japan, have it transferred to the USA, and then to the British account. This was then automatically transferred to Switzerland, where the money wasn't taxed. Being a resident of Monaco meant he wasn't personally taxed either. All the money could then be pumped into the team.



Inoue gets out of his wrecked Arrows after being hit by the safety car whilst being towed back to the pits at Monaco in 1995.


1995
Heavy fines follow Inoue spin; the first of many
The rather pointless (literally) season he paid for sort of makes you wonder why he bothered in the first place. The shenanigans started in Brazil where he qualified 21st, before retiring at two-thirds distance with a fire. Then in Argentina, he spun in practice, and the Arrows team was fined $20,000 for not having a wheel-decoupling device as the regulations demanded. Inoue went on to qualify 26th and last, 10.2 seconds slower than team-mate Gianni Morbidelli and 14 seconds behind pole-sitter David Coulthard. In the race, he spun out.
At Imola he crashed early after starting 19th. Then in Spain he had another engine fire after starting a much-improved 18th. But then came Monaco, where in Saturday free practice he was faster than Morbidelli and pushing hard. But approaching the Mirabeau, he saw Heinz-Harald Frentzen's Sauber coming up behind and tried to let the German through, only to find he had a spongy brake pedal and was forced down the escape road where he stalled.

1995
Hit and flipped by Ragnotti at the swimming pool; taken off by the Kat
Refusing to let the car be craned away, he asked for a tow which would allow him to compete in second qualifying. Being somewhat embarrassed, he put his helmet on but didn't do up his belts. As his car was taken through the swimming pool section, the session over, French rally ace Jean Ragnotti, taking the Renault Clio safety car out for a spin, clobbered into the back of his Footwork, taking off a chunk of Taki's helmet, and destroying the FA16 which rolled. Inoue was lucky to get away with only concussion. In the end he started the race last, but retired with a gearbox failure.
In Canada he finished 9th, two laps behind, but in France, he started 20th, one spot ahead of the man who rubbished him, Ukyo Katayama. The Kat got his revenge, though, by colliding with his fellow kamikaze on the first lap. Another spin then put Inoue out at Silverstone, and he had another gearbox failure early on in Germany.



Taki is hit by the marshals' car in Hunagry, right by his stricken Arrows. He broke his leg, but was back on duty come the next round in Belgium.


1995
Hungarian marshals play tenpins with a certain unlucky Japanese driver
Then came Hungary, and for the first time he outqualified his team-mate, debutant Massimiliano Papis, by starting 20th. Amazingly Taki was some 1.2s faster than the Italian! But it was only after his engine failed on lap 14 that his real fun began. Having stopped on the edge of the track, his engine steaming, Inoue got out and began to berate the two marshals on the scene for not getting the fire extinguishers out. One of them finally ambled to the armco to get an extinguisher, but Inoue, in a hurry, followed the poor soul and seized the canister from him.
As he turned back towards his stricken Arrows, Inoue failed to see the marshals' vehicle heading towards him along the grass, and he was given an almighty clout. Amazingly, he ended up on his feet, but after a moment's delayed reaction, he clutched at his broken left leg and fell to the ground. Even more amazingly, one of the marshals on the spot hurriedly took the extinguisher which he had now dropped, and tended to the car, without giving a moment's thought to the hapless driver writhing on the deck!

See a video of Taki Inoue's collision with the Hungarian marshals' car.
As he turned back towards his stricken Arrows, Inoue failed to see the marshals' vehicle heading towards him along the grass, and he was given an almighty clout.
(MPEG format, 1mb, 13 secs)

1995
Caught up in title race collision; on provisional pole in Portugal!
Recovering in time for Belgium, Inoue again outqualified Papis, and this time he made it home 12th but a lap down. In Italy he started 22nd, and then got caught up in the battle between Schumacher and Damon Hill. Having let the German by, Hill claimed that Inoue blocked him, and that distraction caused him to brake late once he was alongside the Arrows, and ram the back of the Benetton in yet another controversial collision between the title contenders. The replays showed Taki had done nothing of the sort. In the end Inoue came home 8th, a lap down, his best ever result.
At Estoril Inoue was 15th from 19th on the grid. The impressive thing was that, in four races since Papis had joined the team, Inoue had out-qualified him three times, and his sudden relative improvement made him an overnight sensation! Sort of. For 12 minutes at the start of Friday qualifying in Portugal, Inoue was actually on provisional pole! Taki then made even more headlines in Portugal by announcing that he would boycott his favourite drink, French red wine, in protest against France's renewed nuclear testing in the South Pacific!



Inoue gets the better of Katayama in qualifying in France, but the mortified Ukyo (right) gets his revenge by taking Taki off at the first lap.


1995-96
Finishes a race at his home GP; sponsor pulls out killing Minardi deal
At the Nurburgring he failed to get off the start line from 23rd spot after his electrics played up. At Aida he had another Hart engine failure, but he managed to finish 12th (and last) on home soil at Suzuka. For the final race of the season in Australia, he started 21st, and then spun into the wall having been preoccupied with watching Schumacher in his mirrors as he was about to be lapped. With that his season, in which he spent as much time off the track as on it, was over.
For 1996, Inoue claims that he entered into talks with both Ligier and Sauber, but in the end a deal was done with Minardi. To drive for the Italian team, he would have to raise some US$3 million, which would have accounted for a quarter of Minardi's budget. He was in Portugal for the team's launch, but suddenly one of his sponsors, reputedly Unimat, pulled out, and instead of keeping it a secret Taki did the honourable thing and pulled out. He was replaced by the infinitely more able Giancarlo Fisichella.


1996, 99
One-off endurance drive; makes comeback in JGTC for Yellow Magic
Inoue was shattered to find himself out of an F1 drive, and there were reports he was sueing Unimat. Since this, he has only appeared on the motor racing scene a few times. In the BRP Global GT Endurance Series 1000km round at Suzuka in 1996, he was entered in a Konrad Motorsport Porsche 911 GT2 Evo with Franz Konrad and Robert Nearn. Inoue crashed the car in Friday practice, but the combination still qualified 21st, before eventually retiring after only 18 laps.
Thereafter Inoue disappeared into the woodwork. Thanks to Stephen Herbert, we know that he made his comback drive in 1999, when he reappeared in four rounds of the Japanese GT Championship in a Ferrari F355 for the Club Yellow Magic team, sharing the car with Tsuyoshi Takahashi. They scored 21st place at Fuji before retiring at Sugo, Fuji again, and Motegi. With 3 points in the GT300 class, they were equal 32nd overall.



Taki's comeback drive after two years off came in the Japan GT Championship in 1999 driving a Yellow Magic F355. He finished the Championship equal 32nd.


Personal
Outspoken critic of modern moneyed F1
Nowadays Inoue also manages other racing drivers as the founder and president of the International Management Company. He has become something of an outspoken critic of the way money seems to do all the talking in F1 these days, drawing from his own experience. However, thankfully, in F1 of recent years there has been a trend away from pay drivers, with the exception of the likes of Gaston Mazzacane.
Of his Formula 1 career, Inoue just wants to put it behind him. As he says himself: "F1 was a dream, okay? Now it's gone. Now I wake up. And nightmare, I completely forget about Formula 1." His final words of self-assessment in an interview with F1 Racing magazine were: "Smoke too much, drink too much, lazy bastard."

UNA IMAGEN VALE MÁS QUE MIL PALABRAS, :quesi :quesi

Lo que pasa es que Taki Inoue era tan gran piloto que era muy pero que muy mal peaton :pota

Grandes pilotos desde que sigo la F1 por TV, antes no puedo opinar.

Orden cronológico:

1. Nelson Piquet, rey del turbo, gano la mitad de los mundiales con turbo y rentabilizó al máximo sus puntos y sus victorias para ganar tres mundiales. :boing

2. Alain Prost, Pudo ganar 9 mundiales.Habría que matizarlo, pero en 5 de los años que no fue campeón, quedó a menos de una victoria del ganador y sabiendo de la dependencia de los fallos mecánicos o accidentes, a mi entender, el factor suerte le pudo hacer ganar 5 mundiales más. :redios6

3. Ayrton Senna, 65 poles, 3 mundiales, el equilibrio idóneo entre la agresividad en momentos puntuales y ser un piloto rápido, y por supuesto, la duda que siempre me quedará, hasta dónde hubiese llegado... :cabreo3 :2(

4. Schumacher, el de los récords, quizá busca más las 66 poles que lo que pueda aumentar en campeonatos o grandes premios. :jiji

5. Fernando :baby , el de los cojones colgando. Los logros de este señor los enumeraré mas adelante, en 2020. :gofernando2