#70s Italian sports cars | Explore Tumblr Posts and Blogs

diabolus1exmachina · 11 months

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Siata 208 CS ( 1 of 6).

Societá Italiana Auto Trasformazioni Accessori (SIATA) created a marvelous assortment of machinery in its 45-year history under the guidance of the Ambrosini family. Founded by Giorgio Ambrosini in 1926, Siata specialized in performance modifications for Fiats, creating the overhead-valve conversions, multi-speed gearboxes, superchargers, and multi-carb intakes that competitive Italians wanted for their diminutive cars. The Italian auto giant conspicuously ignored—with few exceptions—the high-performance market as the Agnellis concentrated their empire around sensible, reliable, and mass-produced cars of small proportions.Siata received substantial financial assistance from Fiat following the Second World War, and by 1949 they were producing small automobiles which wore custom, house-labeled coachwork. Firmly grafted to Fiat and its engineering, Siata took a giant leap forward with the arrival of Rudolf Hruska in 1950. Hruska had worked in Porsche’s design office before the war and later collaborated with Carlo Abarth on Piero Dusio’s Cisitalia Grand Prix project. Fiat itself plotted its re-entry to the top ranks of Italian performance automobiles in 1950 with the introduction of their two-liter V-8 (dubbed "Otto Vu"), whose development was entrusted to Siata and executed in total secrecy by Hruska’s team.

The unusual oversquare, 70-degree V-8 engine featured all-aluminum castings with wedge-shaped combustion chambers. Induction was through a pair of dual-throat, downdraft Weber carburetors. With its high-revving short-stroke design and 8.5:1 compression ratio, prodigious power was channeled through a four-speed manual gearbox. Hruska planted the engine into a tubular chassis, and this became the basis of Fiat’s 8V.

Debuting at the 1952 Geneva Salon, the 8V caused an absolute sensation perhaps best equated to a meltdown of Italy’s motoring press. For many, the Siata-developed, Fiat-badged supercar defied belief. In particular, the advanced chassis featured a fully independent suspension with coil springs and telescopic shock absorbers at all four corners and was a marvelously sophisticated platform for its time, with supple and predictable handling that amazed drivers accustomed to the rigidly sprung, “flex-framed,” live-axle sports cars of the time.

Approximately 200 Tipo 104 engines were made to supply the 114 8V examples which Fiat ultimately produced. Eighty-five or so surplus engines were thusly returned to Siata, which seized the opportunity to supply them with additional house-made upgrades and implant them into the very chassis from which the earth-shattering Otto Vu had been developed.

The resulting Siata 208 CS was available as an attractive barchetta-like Spider or streamlined berlinetta, which Siata commissioned from a small pool of local coachbuilders including Bertone, Vignale, and Stabilimenti Farina. It is said that Siata openly encouraged the carryover of major styling details which these same companies were providing to Ferrari during the same period.

Perhaps the shapeliest design ever rendered upon the 208 CS, however, was executed by Balbo of Turin. Just nine berlinettas were made, of which only six examples are known to remain extant.

#Siata 208 CS #Fiat #Porsche #Carlo Abarth #Bertone #Vignale #Farina #Ferrari #Balbo

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herohimbowhore · 5 months

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The Eruption of Mount Vesuvius: An Allegory for Ferrari

Scuderia Ferrari holds the title as the oldest and most successful Formula 1 team, having competed in every season since 1950. Where others fell away, Ferrari has remained.

If you were to ask someone to say something about Ferrari, then there’s a few way it can go.

First, is perhaps the most common. Enzo Ferrari’s famous quote that was probably true for most of us. “Ask a child to draw a car, and certainly he will draw it red.” And Enzo Ferrari was correct. The first thought when asked about a red car or more specifically, a red sports car, is Ferrari. (And Lightning McQueen)

Then, maybe another well-known quote will come to mind. “Everybody is a Ferrari fan. Even if they say they’re not, they are Ferrari fans. Even if you go to the Mercedes guys and they say ‘Mercedes is the best brand in the world,’ they are Ferrari fan.” Sebastian Vettel said this in 2016 during one of Mercedes’ most contentious internal championship battles.

During the Monaco Grand Prix in 2022, Lewis Hamilton (the face of Mercedes in F1 himself) proved Sebastian’s statement true. During an interview with an Italian newspaper, Lewis said, “I would say one thing: if I could sit down with the fans on the bleachers over there, I would support Charles. I am a Ferrari fan.”

And if you’ve been watching Formula 1 for the past few years, then you’ll think of how the once great Scuderia has become a clown show. Questionable strategies, awfully hilarious pit stops, and great drivers with their potential wasted. All of it is a common occurrence within the Scuderia that we have grown to expect as fans and are shocked when their plans actually work out.

Contextualizing Ferrari with the song Pompeii by Bastille and the eruption of Mount Vesuvius seemed like the most coherent way to understand this downward spiral from a once great and lauded team to its current form.

Pompeii is one of the most well-known sites of a major volcanic eruption and a disastrous end to a once great city. Perhaps it is the perfect allegory for Scuderia Ferrari as we know it today.

Eh, eheu, eheu

“Eh, eheu, eheu,” at first may just sound like a vocally beautiful start to a song about a tragedy forever remembered and memorialized in ash. But it is a Latin phrase, roughly translating to, “eh, alas, alas.” The phrase is an exclamation of pain, grief, and fear. It is an exclamation that many fans of the Scuderia can relate to. With every race weekend, there is fear of what may go wrong this time and grief at how badly it does go.

I was left to my own devices

Many days fell away with nothing to show

The city of Pompeii, before the eruption of Mount Vesuvius, was a wealthy city. The residents, or at least some of them, lived luxurious lives with little responsibilities.

Ferrari, on a similar note, has rested on its storied history and has enjoyed luxuries that the other teams in Formula 1 do not get.

Ferrari has competed in every season of Formula 1 since the 1950 World Championships. Due to this, they have over 1000 race entries and status as a long-standing team.

One privilege given to Ferrari is the "historic bonus" from prize money. Despite not winning the constructors' championship, Ferrari tends to get more prize money at the end of the season than the winners. Since the 2021 regulation changes, Ferrari has received $35 million. Before 2021, the LST payment was $70 million, half of which was deducted from the prize money pool.

Another privilege enjoyed by Ferrari is the power to veto rule changes that won't benefit Ferrari or the sport as a whole. Thus, giving Ferrari more power than any other team in Formula 1.

Ferrari obtained the power to veto regulation back in 1980 as a means to keep them in Formula 1. During the renegotiations of the Concorde Agreement in 2019, Ferrari was able to retain the veto power. However, a key thing to note is that the veto power is used sparingly by Ferrari. It was last used in 2015 when Ferrari vetoed the FIA's plans to introduce a €12 million engine price cap. The proposal at the time had gotten a majority vote by the teams before the veto was utilized by the Scuderia.

So, Ferrari has gotten these unique luxuries and privileges for being an integral part to Formula 1 and the history it has within the sport. But despite all of this, there is "nothing to show for it" these past few years. Since the days of Michael Schumacher at the team came to an end, the Scuderia has been on a downward spiral.

You could argue that 2007 was a good year, they won both championships, didn't they? But, were it not for McLaren's Spygate scandal and then McLaren drivers, Lewis Hamilton and Fernando Alonso, more focused on beating one another, it's highly unlikely that the championships would have gone to Ferrari.

And the walls kept tumbling down in the city that we love

Grey clouds roll over the hills bringing darkness from above

Before the eruption of Mount Vesuvius in 79 AD, there were signs signaling that the volcano's period of dormancy was coming to an end. Most notably, in 62 AD, 17 years before the eruption, there was a major earthquake that devasted Pompeii and the surrounding region. The earthquake caused damage to buildings, with some of them collapsing, and a disruption to the water supply in the city. Now, we know that it was the first indication of Vesuvius awakening. Seventeen years later, when Vesuvius erupted, Pompeii was still rebuilding from the earthquake in 62 AD and the ongoing tremors that it had endured since then.

Regardless of how much time residents of Pompeii spent rebuilding after 62 AD, they never really were able to because ongoing tremors and quakes kept the walls tumbling down.

These days, as fans and spectators of the sport, we expect to see some sort of Ferrari blunder when it comes to pit stops or strategies. Monaco 2022's double-stack pit stop that cost Charles Leclerc a win at his home race comes into mind, or maybe Austin 2023 when Charles Leclerc was put on a one-stop strategy that took him from pole position to sixth place before disqualification due to the plank, or any number of impeding penalties that Charles Leclerc and Carlos Sainz have gotten due to their team not relaying the information to them.

But just like the 62 AD earthquake in Pompeii and subsequent tremors, signs of Ferrari's downward spiral could be seen soon after the end of the Schumacher era.

We could think back to the Japanese Grand Prix in 2007 as Ferrari driver, Kimi Raikkonen, was in a championship fight with the McLaren drivers, Lewis Hamilton and Fernando Alonso. The wet weather conditions of the Grand Prix required that extreme wet weather tyres be used. However, both Kimi Raikkonen and Felipe Massa were forced to pit so the tyres could be changed after the race had started under the safety car. While Kimi was able to finish 3rd, it did put him 17 points behind in the championship.

Another major blunder shortly after the Schumacher era that comes to mind, is the 2008 Singapore Grand Prix. A highly contentious race for many different reasons. You may recall Singapore 2008 for Nelson Piquet Jr. crashing, Fernando Alonso taking the win, and the entirety of the Crashgate saga with Renault. But as Crashgate was occurring, Ferrari was doing as Ferrari does.

In 2008, it was once more a McLaren driver and a Ferrari driver battling for the championship with Lewis Hamilton and Felipe Massa, respectively. When Nelson Piquet Jr. crashed and a safety car was brought out, many drivers chose to pit as there is less time lost during the pit stop. Felipe Massa, three seconds ahead of his championship rival, Lewis Hamilton, chose to pit. But unlike Lewis Hamilton and other drivers who had decent pit stops, Ferrari released Felipe too early with the fuel hose still attached to his car. A Ferrari mechanic was dragged along with the fuel hose and Felipe had to stop at the pit lane exit to release the hose. Thankfully, the mechanic was okay, but Felipe's race was compromised and the race ended with Lewis in the championship lead.

We were caught up and lost in all of our vices

In your pose as the dust settled around us

When Mount Vesuvius erupted, material from the volcano covered the residents of Pompeii who had not been able to escape the city. A common image that comes to mind when thinking of this is the stone bodies covered in lava that cooled and retained the shape. However, as the lava cooled around the dead, the bodies decomposed until there was a void left in those shapes. Since the 1860s, archaeologists and scientists have used the negative space in the rocks to recreate replicas of bodies with plaster.

The dead of Pompeii were left in this void and stasis. As are so many of the drivers who came to Ferrari with hopes of winning with the Scuderia, wanting to bring back glory to Maranello, and do as Michael Schumacher once did.

Felipe Massa, Fernando Alonso, Sebastian Vettel.

They all joined Ferrari with hopes of winning the championship with the red team and all of them left with their dreams unfulfilled. An empty void of their potential was decaying from the inside as Ferrari continued to make endless blunders and not deliver cars that could win the championship.

But regardless of it all, nothing ever changes in the Scuderia. They're still caught up in the historic past as the dust settles and drivers with great potential leave.

Oh, where do we begin?

The rubble or our sins?

Oh, oh, where do we begin?

The rubble or our sins

The eruption of Mount Vesuvius was devasting for the city of Pompeii and the neighboring city of Herculaneum, but there were some survivors who were able to escape and relocate. Archaeologists have traced some survivors and figured out that they relocated to other cities with social and economic opportunities.

After disaster strikes, there is a question of what do we do first? Do we focus on the the physical things we can see like the rubble? Or the root causes of the disaster that we can't easily see?

Ferrari constantly treads this line of deciding what to focus on. Should they focus on the obvious with the pit stops, strategy, and car. Or the power struggles within the team and personnel.

The inner struggles within the team are endless.

Possible tensions between teammates Charles Leclerc and Carlos Sainz (which have been denied by both drivers, but instances during race weekends kind of make it seem like there is some tension - especially when it comes to qualifying orders)

The Sainz camp beefing with Charles Leclerc: Carlos' mother liking tweets about Charles not having honor, Carlos' father declaring "war" on Charles by saying that it's always Carlos that has to follow team orders and team orders are non-existent when Charles is behind.

The Lapo Elkann tweet about Santander, the Spanish bank that joined as a sponsor after Carlos Sainz joined the team

Departures of staff and Team Principal Fred Vassuer saying that Ferrari is "miles away" from a perfect structure

Ferrari has internal and external problems that they have to deal with before they can have a successful season. It's very obvious that the car isn't fast, the pit stops tend to be awful, and the strategy is rarely good, but there are also so many internal problems with fights for power in the Scuderia.

But if you close your eyes

Does it almost feel like nothing changed at all?

And if you close your eyes

Does it almost feel like you've been here before?

How am I gonna be an optimist about this?

If you close your eyes

Does it almost feel like nothing changed at all?

In the four days leading to the eruption, the city of Pompeii experienced small earthquakes that continued to increase in frequency. However, as stated above, small earthquakes and tremors were commonplace in the Campania region where Pompeii was. So, for the thousands of residents, it wasn't a sign of death and destruction and life continued on as it normally did. Until Vesuvius erupted and there was nothing to be optimistic about, giving into the grief and pain.

At this point, after nearly twenty years of watching as Ferrari fumbles and destroys the hopes of its drivers and fans, it has come to be commonplace to expect the least from Ferrari. Pole positions are things of dread, double-stack pit stops are nightmare fuel, and openly fans think that drivers should leave the team if they want any chances of winning.

But yet, there is hope.

A look back to Monza 2023, when the Tifosi surrounded Charles Leclerc. The crowd sang "Leclerc bring us the Championship," having complete faith in the driver who went through the ranks from the Ferrari Driver Academy and made his way to Ferrari after just one year in Formula 1.

And it's not just the Tifosi that have faith and resilience in the face of what should be a demoralizing downward spiral from the heights of greatness with Michael Schumacher. Charles Leclerc continues to push and put the car where it shouldn't be with 4 pole positions this season. Making it the second most pole positions for a driver this season, only behind Max Verstappen's 11 pole positions. Always striving for more and not settling for being in the midfield.

The eruption of Mount Vesuvius and Scuderia Ferrari are two Italian tragedies nearly 2,000 years apart. Echoes of one another despite only having an Italian background in common.

#formula 1 #f1 through music #ferrari #charles leclerc #sebastian vettel #carlos sainz #kimi raikkonen #felipe massa #the endless blunders of ferrari #pompeii #mount vesuvius #downward spiral at ferrari #inner power struggles at Ferrari #two italian tragedies millenniums apart #using history to explain formula 1

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jell0buss-37 · 10 months

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My Peter B headcannons!

General HCs, however I will take requests for different HCs (only for Headcannons rn though 👀)

He's a reporter rather than a physicist in his universe.

He was probably more of a jock type, who knew more about sports. When he got bitten he got more active, but never played any team sports because he was still scared of his bullies.

He had asthma before he was bitten.

He loves the color blue, but specifically navy blue.

Loves classic rock, but like 70s sort of classic rock, so definitely more of a Kinks, Rolling Stones, Queen sorta fan.

In his Universe, Harry was his Green Goblin.

He's very emotional.

He is a HUGE horror movie buff.

Is actually a very big bookworm, especially mystery books. Growing up he was a big Sherlock Holmes fan.

His parents were actually alive, but they couldn't take care of him, and so they sent him to live with his Aunt and uncle when he was 5.

He's actually from Nebraska.

He's not a fan of his birthday, so he never makes a big deal about it.

Also gets butthurt when nobody makes a big deal about it.

His universes Gwen was actually a babysitter he had a fat crush on when he was 9. She was 8 years older than him.

He likes funny women, it makes his stomach flip whenever a spunky woman can joke with him.

More of a grease monkey than a lab rat, however he somehow is and actual whizz when it comes to many subjects. Except for Arts of any sort. He actually is not creative at all.

He has the most useless facts stored in his head, it can literally be the most out of pocket thing ever, and yet doesn't know basic things.

"Did you know that Pelicans can pull their spines through their unhinged jaws to cool off?" ".... Peter wha-"

"What do pelicans eat?" "Idk, broccoli?"

He can't sing or dance for the life of him.

But he can play the harmonica

And he likes colorful drinks. Alcoholic drinks or not.

That and Root Beer

An absolute Mug Root beer fiend

Also really good at video games, doesn't matter what game, he picks it up so fast

Looks like big dumb, but really that's just him not caring.

Has a fear of Michael Cera.

"Where are his eyebrows???"

Is literally just Nick Miller, actually.

He's a cat dad

His cat's name is Tyler

"I am sick of Tyler just jumping into the shower and getting freaked out and scratching me-" "Woah, WHAT?? Like your roommate!?" "No. My cat. Why would my roommate attack me-"

Uses punctuation when he texts so you can never tell what tone he's using when he texts

'omw now want me to get u smth from the store'

'No. Drive safe.' (so menacing???)

Has a Ned in his universe that is his office buddy at the Daily Bugle

Ned is an intern and he and Peter have horror movie marathons, and he is also an artist

Peter can't drive. Also he's literally Spiderman so that doesn't matter anyway. But if you ask him, he will not know how to drive. He fixes cars, doesn't drive them.

Never went to college, but got a degree in quantum physics online

That and a wedding licence as spiderman. He thought it'd be funny if Spider-Man could officiate weddings

Is actually scared of kids until Miles

After Miles, he is so good with kids

In his mind

Is writing his own book about a detective from New Orleans (iykyk)

Is Irish-Italian

Likes Baseball a lot because it reminds him of his Uncle Ben

His universe doesn't have reality TV

He's also a DM for Ned's DND group

Totally LARPs, but doesn't admit it

Doesn't like Apple sauce and hasn't eaten it since he was 8 because he ate too much of it and threw it up

Genuinely loves his friends interests, and will genuinely try them out or watch whatever it is they like so they can gush together or debate

Has a barber shop he goes to where he just talks with the old men there, he's been going since he was 12 because Uncle Ben took him

Can Bake really good and sew because of May

He actually asked her to teach him these skills

Has a dream to live in the Oscar Meyer Weiner mobile one day

#fanfiction #peter benjamin parker #spiderman x reader #spiderman #peter b parker #peter b parker x reader #general headcanons

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beautifullache · 1 month

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Louis Vuitton

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box-this-lap · 6 months

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F1 Driver's Championship winners who switched teams right after they won it

This post was inspired by a question asked by @vro0m the other day. Although they were asking about drivers who left WCC winning teams, i thought drivers champions who ditched their teams would be interesting as well.

Juan Manuel Fangio, 1956->57; Ferrari->Maserati. (was known to drive for a different team after each of his championship wins up yo this point, but its important to note those times had to do with his teams leaving the sport. The only time it was his decision was 1956->57)

Alberto Ascari, 1953->1954; Ferrari->Lancia (Not paid enough, perhaps on the grounds that he was risking his life)

Denny Hulme, 1967->68; Brabham->McLaren (can't find a source on this one but he was extremely close to Bruce McLaren and had driven for him in other race series. To give an idea of why i think their closeness could have been a factor, he was considered a man of fewer words and emotions than Kimi Raikonen, but openly weeped at Bruces death in 1970 during a testing accident)

Jackie Stewart, 1969->70; Matra->Tyrell (this could be semantic. Matra International was a "privateer" team from 1968->69 which was actually a collab between Tyrell the man and the french company Matra. The name of Stewart's team changes from 69-70 because Tyrell the man prefered maintaining a working relationship with Ford whereas Matra was moving on to Chrysler. Wikipedia articles partially seem to think the Tyrell team is basically a continuation of the Matra International team the year prior since Tyrell the man was technically the team owner of each. Matra however enters a works team in 1970 that also ran one race in 1969 so its confusing. )

Jochen Rindt, Honorable mention; he died in the Italian GP practice in 1970. He had such a big lead he still won the championship in spite of his passing.

Nikki Lauda, 1977->78; Ferrari->Brabham (Nikki's huge accident that almost killed him in the 1976 season changed his outlook on racing in exceptionally poor weather conditions. As a result, he refused to race in the 1976 Japanese GP, and lost the championship to James Hunt in the process. Ferarri was pissed about this and it deteriorated his relationship with Ferrari severely for the 1977 season. After being treated so poorly (even in the driver lineup from his point of view) he decided to leave despite winning the championship. Its important to note however that he's believed to have won by consistency despite the car's outright slower pace, so he might have also had technical concerns)

Nelson Piquet, 1987->88; Williams->Lotus (in 86 and 87 Piquet was racing alongside Nigel Mansel in a WCC winning Williams. According to Piquet he had an agreement with team owner Frank Williams that he would be the number one driver for 86, an agreement he felt was neglected after Frank got in a car accident and left the team in the management of Mansel's race engineer. Specifically, he was upset that Mansel was not ordered to let him pass for the race win on two occasions that year, and had he been let through he would have been champion rather than Alain Prost. The relationship never recovered from that, but for some reason Piquet waited to leave. It is worth noting that he signed for Lotus before winning the 87 championship. Additionally Mansel finished first in more races than him that year but lost because of Piquet's podium consistency)

Alain Prost, 1989->1990; McLaren->Ferrari (ho boy. Long story partially short, Prost believed Honda (engine supplier) favored Senna, and therefore so did McLaren for the 1988-89 seasons, to the point of even giving Senna a better engine in the 1989 season. Supposedly for the 1988 season a Honda employee confirmed the suspicion while speaking to Prost in person, but promised he'd do his best to change that for 89. Prost did not believe this had occured, as he felt his car was underperforming Senna's in 89. His biggest piece of evidence was that while running a better straight-line-speed setup than Senna in Mexico, he still was not being able to pass Senna by engine power on the straight. For Honda's part, they had a major press event where they tried to explain technically why Senna's driving style suited the engine better, but the employee giving the interview kept referring to prost by his surname but not Senna, which is a sign of a stronger personal relationship in Japanese culture and was taken as a sign of bias)

Nigel Mansell, 1992->93; Williams->N/A (retired)

Michael Schumacher, 1995->96; Benneton->Ferrari (Schumacher's official statement is that he abandoned his contract with Benneton a year early due to "the teams damaging actions in 1994" to use wikipedias wording. The teams actions include: software shenanigans where the car was found to have the supposedly unused ability to correct bad manual starts, which would give the driver the ability to have perfect starts regardless of their affectiveness with the clutch; ignoring a black flag for a safety car overtake; and having a skidblock that was so worn down it suggested Benneton was ignoring aero regulations)

Damon Hill, 1996->97; Williams->Arrows (this one doesny count because it was outside of Hill's control, but it's really funny. Williams sacked him in favor of Heinz-Harald Frentzen, whom i have never heard of and apparently would only ever win 3 F1 races in his career. Hill chose Arrows not because they were the best team with an offer, but because they wanted to pay him the most. His career sucked after that)

Fernando Alonso, 2006->2007; Renault->McLaren (wikipedia straight up just doesnt explain this. A reddit thread gives a lot of uncited opinions as to why, but a significantly large number of their users cite that McLaren was seen as a consistently top team in this era while Renault was seen as volitale. With Alonso signing for 2007 as early as late 2005, heres some possible factors: Renault's bizzare lack of commitment to staying in the sport; McLaren winning more races in late 2005 than Renault; Renault's success was partially attributed to weird tire rules).

Jenson Button 2009->10; Brawn->McLaren (Brawn was bought out to become mercedes, but was left to its Brawn leadership to still run the team. Jenson won the championship because of dominance at the beginning that was cut short by not developing the car enough. He still won overall, but Jenson asked for a larger focus on in-season developement for the next year as a condition for staying. Ultimately, he was spoked off when he discovered mercedes didnt have enough sponsors for their plan yet)

Nico Rosberg, 2016->17; Mercedes->N/A (retired)

#f1 #f1 history #nico rosberg #fernando alonso #michael shumacher #damon hill #alain prost #nelson piquet #niki lauda #jochen rindt #jackie stewart #denny hulme #alberto ascari #juan manuel fangio #motorsport #motorsport history #tw death

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a-la-rascasse · 1 year

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Happy birthday JACKY ICKX!!!!!!!!!!!!! (01/01/1945) ⚡💜

“The fact that I am still alive after 100.000 laps is my championship.”

Jacques Bernard Ickx, better known as Jacky, was born in Brussels. He's the son of Jacques and Marie, he also has an older brother called Pascal, who was an aviator that later would also become a racing driver before his younger brother. Motorsport was part of Jacky's life since the beginning: his father Jacques was involved in racing before switching career to become a renowned motorsport journalist; thanks to that Jacky picked up the interest in racing and speed, and slowly wanted to be able to take part in the world of mototrsport. His chance came at the age of 16 years old, when he started racing, not on four, but two wheels: the young Belgian started his journey riding a Zündapp, in categories such as trial, enduro and pure speed. It turned out that he was extremely successful, especially in the 50 cc trials, winning both the Belgian and European championships. But quickly his interest turned to the world of four-wheel racing, he began in touring car racing, at the wheel of a Lotus Cortina, with which soon he gained in 1965 the national saloon car championship. The following year will turn out to be an extremely busy one for Jacky, at only 21 years old he took part in more than 50 races, like the 24 hours of Daytona, winning the 24 hours of Spa and partaking for the very first time at the 24 hours of Le Mans; that very same year he also made his first entry in Formula 1, thanks to the racing programme created by Elf and Matra to help french-speaking aspiring drivers.

At the wheel of an F2 Matra MS5-Cosworth, on the infamous circuit of the Nürburgring, Jacky took part in his unofficial first F1 race, although it would be a disappointing one: after colliding with another car, he was forced to retire from the race after only one lap. From that race on, in 1967, Jacky kept racing for Matra, both in Formula 2 and 3, to be able to gain more experience that would help him to win the F2 Championship. It's at the Italian GP that he had a proper and official Formula 1 entry: at the wheel of a Cooper-Maserati, the young Belgian performed brilliantly, finishing in 6th place. After such an impressive performance, teams started to advance their offers, but the most important one was from Franco Lini, sporting director for Scuderia Ferrari. In '68 it was announced that he would be the new Ferrari driver, joining Kiwi Chris Amon in the Italian team, becoming the youngest driver line-up at the time. In his first year in F1, Jacky managed to score his first victory at the French GP and had brilliant performances like the one at his home Grand Prix, at Spa, the one at Brands Hatch and Nürburgring, where he drove almost the entire race without his helmet visor under the heavy German rain. Yet, it came as a surprise when the Belgian driver decided to move to Brabham for the following season, but it turned out that the decision was mainly influenced by John Wyer, manager of the Wyer sports car team, whom didn't want to lose the talented driver to the Ferrari's sports car team. The season started with a series of poor results, but his performance definetely improved in each race. He stepped on the podium in France and Great Britain, he took victories in Canada and at the Nürburgring, where he also took pole position and fastest lap, scoring his first grand slam, and finished the year as runner-up for the championship. For the '70 season Jacky moved back to Ferrari, a decision he made since the '69 Italian GP; he would stay with Scuderia Ferrari for the next three season, which turned out to be not particularly significant: he still gained a few more successes but often the car would have relibility issues, leading him to the decision to leave the team halfway the season. His next move was to move to Lotus, but unfortunately he joined the British team in a very precarious situation: the performance of the car was poor, and often Jacky outperformed the uncompetitive car; once again the Belgian left halfway the '75 season. From 1976 Jacky started racing for the Wolf-Williams team, slowly heading towards the end of his F1 career, since from '77 on he would sporadically race for teams like Ensign and later for Ligier, in which he ended his career in 1979.

Despite having quite a good F1 racing career, often showing his worth and talent, Jacky actually shoned in endurance racing. He partook in endurance races like the Spa 24 hours, 6 hours of Daytona, he won twice the 12 hours of Sebring, three times the 1.000 km of Monza, but the one race in which he excelled at the most was the 24 hours of Le Mans, which he won 6 times and held the record for most wins at the French competition for 23 years.

In the early 80s he also participated in off-road races like the Paris-Dakar, which he would win in 1983 before retiring from racing.

Jacky always showed to be particularly good at racing in wet conditions, joining the list of the few rain masters. He also excelled on the extremely dangerous circuit of the Nürburgring, where 'superior driving skills could beat superior machinery'.

Despite retiring from Formula 1, Jacky has always remained involved with the sport, for example during the mid 80s he became the race director of the Monaco GP. Till to this day Jacky visits F1 paddocks regularly.

#HAPPY BIRTHDAY JAAAAACKY AAAAAAH #💜💜💜💞#jacky ickx #classic f1 #f1 #formula 1 #retro f1 #f1 1960s #f1 1970s #f1_bdays

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patchedd · 1 year

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Daily Forza Car #24: POWERRRRRRRRRR

(Guess who remembered there's a lightbox in the studio?)

Ohh hohoho boy, the MG XPower SV. Probably the coolest thing MG has put out in the past 20 years, coolest thing since the Metro 6R4 probably. Based upon the work of some long forgotten Italian brand named "Qvale," who's only car was originally a De Tomaso (which would've sold better if it stayed that way), combined with some ALL AMERICAN FORD MUSTANG PARTS, YEAAHAHAHAH BABY. It's probably the last British muscle car ever made, and the first one since the like, 70's Aston V8.

And god DAMN is it good looking. This is probably my favorite design from MG past the 60's, and that is quite the statement I know. But it is just so... experimental. So unorthodox for such a milquetoast brand that currently shits out rebadged cars from China. So, yknow, an average modern day British marque that isn't owned by VW or Mercedes. Or whoever owns Aston.

Probably the biggest shame about this car is how insanely rare this thing is. There's exactly ONE (1) in the US, and we ain't seeing more for another like 10 years. There's only 70 or so that exist to begin with, so they'll be going for hundreds of thousands too. And it is a genuine shame it sold so poorly. Jeremy Clarkson gave a stellar review of it, it went like water off a duck's back, and it was interesting as all hell. I guess that's what happens when a weird brand puts out a sports/muscle car 3 years before a recession, though.

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hirocimacruiser · 2 years

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Translated review of the 2nd gen DeTomaso Charade.

Volume 201 Noble New Car Observation !! , but this time I'm going to Yokohama with the Charade Emotional Hot Hatch !!! The DeTomaso specification of the 4th generation Charade. And the DeTomaso specification, which was added to the 4th generation Charade this time, also has De Tomaso's ideas on the dress-up side of the body, just like the first generation. The relationship between Daihatsu and DeTomaso is surprisingly old, with clues dating back to his late 70s. The relationship began when Daihatsu supplied his three-cylinder engine to his power unit in the Italian Mini manufactured by Innocenti, then owned by De Tomaso. This engine supply continued until 1990, when the management of Innocenti passed from De Tomaso to Fiat. Well, the reality of this De Tomaso specification is, to put it bluntly, a super-cheap full-fledged brand full-fledged hot hatch, or should I say, a sports model of the so-called Tenroku class. It doesn't have outstanding speed or a chassis performance that's perfected to overwhelm others, but instead it's a bargain-priced gourmet aimed at young people who can just enjoy grooming and just running a car. “The De Tomaso-designed exterior is clearly differentiated from ordinary Charades by the aerodynamic design of the front and rear bumpers and the rear hatch, as well as the louvers on the bonnet. The standard equipment such as special aluminum wheels, Billelli P600 tires, dual exhaust mufflers, fog lights, etc. is also impressive. Not to mention the alling, it's standardized, and the look is really enthusiastic. With this, the price is 1,298,000 yen (5-speed MT), so it's probably a cheap setting for a poor K car turbo. . What's more, this car is a 1.6 car, and its displacement class is higher than that of the March. After all, it's undeniably cheap. The engine is a slightly tuned Applause 4-cylinder single overhead cam 4-valve engine, but this one lacks the torque that makes it easy to handle throughout the entire range, and even in terms of noise transmitted through the cabin, it runs at regular revs. The area already reveals a great deal of noise. Especially when it comes to maximum torque generation rotation, there was something a little crazy about the character of raising excessive mechanical exhaust noise. It's probably the best place to move around for generations who seek a sense of liberation from loud, soothing sounds rather than peace and tranquility, but for generations past the prime of youth, it's got a very bitter taste. As for the footwork surface, first of all, the performance of all Charades is demonstrated in terms of braking effectiveness. this is good However, the setting dimension of the safety characteristics is still low as usual. The low stability of the rear wheel during movement is worrisome. Such a basic bargain is unthinkable.

#DeTomaso Charade #DeTomaso #Daihatsu Charade #Daihatsu #JDM

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