Grand Prix Rejects

Wizzie wrote:On the driver front, we'd like to hire Alan Brown to replace Maurice for the remainder of the year, while we'd like to ask Centro Sud for Maston Gregory's services to replace Colin for the remaining three races.

Simtek wrote:

Wizzie wrote:On the driver front, we'd like to hire Alan Brown to replace Maurice for the remainder of the year, while we'd like to ask Centro Sud for Maston Gregory's services to replace Colin for the remaining three races.

Masten would be thrilled at this opportunity to move up the grid. It's done.

The Telegraph wrote:British Racing Team to withdraw from Grand Prix Racing?

As the Grand Prix Racing season continues, speculation is rife about the future of several teams. One such entity under question is the Team Lotus organisations. Run by Lotus Cars owner and chief designer Colin Chapman, the home-grown team rose from the ashes of Jaguar-Aston Martin Racing, with some success at the hands of Prince B. Bira.

However, this has been tempered by tragedy over the duration of 1956, with the loss of rising young racing star Dries van der Lof in a sickening crash in France, and now with the injuries sustained by team owner Chapman and driver Maurice Trintingnant. All this has taken a toll on the usually unflappable Surrey native, who is now considering walking away from the sport.

If the reports do prove to be true, things are expected to move quickly to secure the future of the team's equipment and staff. While nothing has been set in stone as of yet, it is believed Johnnie Walker heir Rob Walker might be connected to the eventual fate of the team.

The Observer wrote:Driving Into The Trenches
Detailing the bloody world of Grand Prix motor racing.

Motorsports are dangerous games. It is something of which all participants are well aware when they put themselves forward for competition, but you presume that the higher one climbs the ladder that ultimately leads to a place on the grid of a Grand Prix, the further one should be removed from the dangers of wrapping one's car around a lamp-post. Tell that to the family of Tony Brooks, who died in exactly that fashion just weeks after winning the Irish Grand Prix. Nor is he the only person in the Grand Prix fraternity to have paid the highest price in his pursuit of the World Championship. This season alone, we have seen at least eleven fatalities in the first seven Grands Prix.

Firstly, in the French Grand Prix at Rouen, the world watched in horror as the inferno that had once been the Lotus 10 car of Dries van der Lof claimed the life not only of its driver, but also seven spectators who couldn't get out of the way. Indeed, with the season-ending injuries of Colin Chapman and Maurice Trintignant, the only Lotus driver still fit to compete is Thai Prince Bira.

Then, more recently, the calamitous East German Grand Prix claimed the life of the promising Belgian Andre Milhoux. The "Rostocker Bloodbath," as it was dubbed by some sections of the press, saw only four cars still circulating by the time the chequered flag finally called a halt to the carnage.

And then, this past weekend, we saw two drivers lose their lives at the ill-equipped Holyroodhouse Circuit in Scotland. Paco Godia, the Spanish Ferrari driver, and Tony Brooks of BCMA both died in sickening collisions. Enough is enough.

Clearly there are many issues with the current state of Grand Prix motor racing that are apparent to the neutral. There seems to be little in the way of protection in modern Grand Prix machines. Could roll bars be an answer? And why, in this day and age, do the drivers not wear seat-belts? We put these questions to one notable driver, and his answer was thus: "If it's not one thing, it's another isn't it? One team says "What if he crashes?" and he puts in a seatbelt. Then the next team says "What if there's a fire?" and takes it out again. There is no perfect solution."

That may be so, but there can still be moves made to improve the chances of these cars not being ploughed straight into such hazards as houses and lamp-posts. As an independent observer, for The Observer, I would recommend the following changes to the calendar in time for the 1957 Grand Prix season.

1. Grand Prix of the United States -- Watkins Glen
Grand Prix drivers have already visited two circuits in the United States: Sebring and the 500-mile Sweepstakes track at Indianapolis. Of course, the former is primarily a sportscar venue, and the latter is an oval course, so neither is ideal for Formula One cars. The one course that could do so is the new circuit in New York State, the eight-turn layout at Watkins Glen.

2. Grand Prix of Argentina -- Autodromo Municipal, Buenos Aires (No. 4)
The Autodromo Municipal has been through dark days, none darker than 1954 Formula Libre race which saw the death of Enrico Platé. Nonetheless, this circuit remains a state-of-the-art facility, and its technical turns should test the skills of even the very finest Grand Prix racing driver. There should also be some local appeal, given the presence on the Formula One grid of drivers such as Gonzalez, Fangio, Menditeguy, Marimon and the Escuderia Hernandez team.

3. Grand Prix of Monaco -- Circuit de Monaco
The Circuit de Monaco is a bizarre place, but one which has proven to be deceptively safe. The only well-recognised driver to have lost his life in the Principality is Luigi Fagioli, whose demise was due not to a terrible crash but an un-spotted internal injury which claimed his life three weeks after the event. The circuit also produces exciting races and some of the best views in Formula One.

4. Grand Prix of San Marino -- Imola
A true racer's circuit, Imola is located close enough to the Principality of San Marino to reasonably host its national Grand Prix, although in practice it would be the second Italian Grand Prix. A high-speed circuit broken up by turns like Tosa and Rivazza, both of which have ample gravel traps, it is surely one of the perfect venues for modern Grand Prix racing.

5. Grand Prix of Britain -- Silverstone Circuit
The venue of the first Grand Prix in the Formula One era is as well-laid out circuit as there can be anywhere, and the ample spaces surrounding the track (the circuit used, after all, to be an airfield) mean that a jaunt off the racing line is punished rather less severely than by a collision with a lamp-post. It is a very high-speed circuit, but one which is well-designed.

6. Grand Prix of Ireland - Wicklow Circuit
Many expressed doubts when the Wicklow Circuit appeared on the Grand Prix calendar, but it ultimately played host to a well-organised event that was a credit to Grand Prix racing. The racing itself was also gripping, as the late Tony Brooks claimed his maiden victory at the circuit. Certainly the organisers of this race have earned themselves a second chance to host the Irish Grand Prix as a Formula One race.

7. Grand Prix of Germany -- Nurburgring Betonschleife
It seems a shame to use the junior circuit to the famous Nordschleife, but the Betonschleife is in many ways the perfect venue. It is small enough that any medical assistance can be administered quickly, while retaining the circuit's key overtaking spots: the North Curve and South Curve. It is also flanked by grandstands, making it possibly the best circuit in the world for spectators.

8. Grand Prix of the Netherlands -- Zandvoort
The winding, mighty circuit stretches across 2.6 miles of mostly high-speed tarmac, and has been the site of some of the most thrilling slipstreaming battles in recent memory. That said, it may be difficult to persuade the organisers to come back on board with Grand Prix racing since they withdrew their bid for a Grand Prix after the Le Mans Tragedy last year.

9. French Grand Prix - Circuit de Pau
The Pau Grand Prix has long been a feature of the French motor racing scene, and I personally think that it is time for this little circuit to step all the way up to Formula One racing. The unusual layout will render the differences between the cars to be less critical, and make good driving essential; this is the perfect race for the back-end of the Drivers' Championship.

10. Italian Grand Prix - Autodromo Nazionale di Monza
The Monza Autodromo is something of a byword for high-speed crashes, but by removing the Oval Course and simply using the Road Course it may well be possible to host a relatively safe event, so long as some hay bales are put in place to separate the drivers and cars from the very nearby forest. The Italian fans are also the perfect people to finish the season with.

Of course I cannot claim all the answers as a writer who has rarely watched a Grand Prix event, but one thing is clear: Safety. Must. Improve.

John Cooper wrote:In the light of the many safety problems and inconsistent level of professionalism, i like to suggest that all races be organised by a central organisation comittee, approved by all manufacturers and regular privateers. If conditions are not considered professional and safe, the race will get devoid of it's championship status before it happens. Therefore they will have insignificant grids, and will not be able to cash in on lazyness. We expect the circuits to do an actual effort.
We also keep repeating our suggestion of running engines with smaller capacity, as the current type of cars are too hard to handle for amateur drivers. However, our sport depends on the financial contribution of those gentleman drivers, so outright banning them is not a good long-term solution.
We are fortunate that Harry only suffered minor injuries. This proves that our cars are driveable and our drivers responsible, but even they are vulnerable. Now Olivier gets another chance to prove his worth

This wrote:If shareholders Brunel wishes so, they can reveice T41 chassis 5 for the British GP if they pay us £5 614, which is equal to the damage they have in their own car. Cooper will take care of the additional repair costs. We'd like to give or friends and fellow countrymen a chance to shine in their home GP. Also because Ms. De Felippis is a true example when it comes to manners on track and outside of the track.

dr-baker wrote:

This wrote:If shareholders Brunel wishes so, they can reveice T41 chassis 5 for the British GP if they pay us £5 614, which is equal to the damage they have in their own car. Cooper will take care of the additional repair costs. We'd like to give or friends and fellow countrymen a chance to shine in their home GP. Also because Ms. De Felippis is a true example when it comes to manners on track and outside of the track.

You mean buy the chassis for £5,614? If so, then we accept. We have been considering a new chassis for a few months now, and would be happy with this option.

This wrote:

dr-baker wrote:

This wrote:If shareholders Brunel wishes so, they can reveice T41 chassis 5 for the British GP if they pay us £5 614, which is equal to the damage they have in their own car. Cooper will take care of the additional repair costs. We'd like to give or friends and fellow countrymen a chance to shine in their home GP. Also because Ms. De Felippis is a true example when it comes to manners on track and outside of the track.

You mean buy the chassis for £5,614? If so, then we accept. We have been considering a new chassis for a few months now, and would be happy with this option.

The idea was that you just receive it for the rest of this season, then return it to base, but be able to buy it for a 'negotiable prize' afterwards. Since you need to spend that amount of money anyway.

But i can agree to a prize of 6000 if you agree to:
1) Scrap your old junk and rent a proper engine for the English GP (and Italian if you want to enter that, but for the italian GP you can use one of Coopers, so you need to broke a deal with someone for the English GP only)
2) Give me your written word that you will invest in the successor car which is to debut in late 57 or early 58 for the amount of at least £10000.

CaptainGetz12 wrote:Ecurie Maghreb is willing to sell off their AAC chassis and engine. We will part with the package for 10,000 (5000 each), though prices can be negotiated.

CaptainGetz12 wrote:Ecurie Maghreb is willing to sell off their AAC chassis and engine. We will part with the package for 10,000 (5000 each), though prices can be negotiated.

Biscione wrote:

CaptainGetz12 wrote:Ecurie Maghreb is willing to sell off their AAC chassis and engine. We will part with the package for 10,000 (5000 each), though prices can be negotiated.

Ferrari would like to purchase the equipment back, and remind Ecurie Maghreb that if they want to retain positive relations with us, that selling our equipment to rival manufacturers is a very bad idea.

pi314159 wrote:

Biscione wrote:

CaptainGetz12 wrote:Ecurie Maghreb is willing to sell off their AAC chassis and engine. We will part with the package for 10,000 (5000 each), though prices can be negotiated.

Ferrari would like to purchase the equipment back, and remind Ecurie Maghreb that if they want to retain positive relations with us, that selling our equipment to rival manufacturers is a very bad idea.

Ferrari sold you DNPQ material. OSCA sold you a car that gets you into races. I don't think Ferrari are in a position to make threats.

Biscione wrote:Irrelevant. Mr Chiron is past it and should not be racing in Formula 1 any longer. You cannot blame the car when the far younger and superior Mr Guelfi joined the team to pilot the OSCA right after it had arrived.

Do not interfere in matters that do not relate to you, OSCA.

Simtek wrote:

Random mechanic wrote:Who is this strange looking chap on this photo? Is he black or white? And gosh, what horrible fashion. It must be something from the States, with their futuristic stuff. Next thing they'll make a formula one car with tailfins.

La Gazzetta dello Sport wrote:Safety crusaders should 'play in the sandpit', says Bizzarri

Scuderia Ferrari team manager Simone Bizzarri has given a scathing critique to those fellow members of the paddock who are insisting on putting new safety measures in the sport.

Radical proposals like restricting track layouts and extra protection for existing venues, including removing them from the World Championship, and introducing safety belts in cockpits, were thoroughly rebuffed by the outspoken Sicilian.

"It seems all the men have left Formula 1, and we are left with nothing but children and women. Soon the person on the grid with the biggest balls will be [Gilberte] Thirion."

"To remove the danger from Formula 1, is to remove the sport from Formula 1. Some of the proposed changes are beyond the pale, and would destroy the sport, just as it becomes the clear pinnacle of motor racing."

He continued, saying that those who wished for wholesale changes to how the sport operates, on the grounds of safety, had no place in the series.

"If people want to have a nice, safe hobby, they can go and play in the sandpit with the other babies. This is a sport for grown men, and the true gladiators of racing will put everything on the line for the sport we love."

His comments are somewhat controversial, given one of his drivers, Paco Godia, was killed at last weekend's Scottish GP. With both Tony Bettenhausen and Hermano da Silva Ramos still recovering from injuries sustained in accidents early in the year, plus Phil Hill also injuring himself early in the year in another crash, Scuderia Ferrari has been involved in its fair share of dangerous incidents, but Bizzarri dismissed the importance of them all.

"To demand the watering down of the sport as a result of Godia's death is an insult to his memory and his life's work," he said. "He was a fast, determined driver who loved cars and Formula 1 especially, so to desecrate the exact thing he had dedicated his effort and passion to would be a great disservice to his memory."

"The safety campaigners might as well spit on his grave, for the little concern they have for his legacy."

With the current season seeing numerous fatalities in World Championship races alone, not even considering that various other forms of single seater racing currently taking place, there are concerns that the ultra high speed Monza might lead to yet more tragedy.

"What happens at Monza doesn't matter. Along with Monaco, Spa, and the Nürburgring, it is one of the most important racing events in the world. Monza belongs in F1, and its removal from the sport, along with other historically essential venues, would be a far worse death than of any pilot who has raced on their hallowed roads."

Sir Edward Palmerston, Director of the British Commonwealth Motorsport Association wrote:
2 October, 1956

It is with great and profound sorrow that I assume my solemn responsibility in conveying the recent and terribly tragic news; that Charles Anthony Standish Brooks, aged just twenty-four brief, ephemeral, years, passed away at the Edinburgh Royal Infirmary earlier today. Such is the innate cruelty, and such is the breadth of perilous danger involved in this sport of ours that the loss of life, on occasion, is unfortunately inevitable. Yet there remains scant consolation to be found in such didactic platitudes, not when the world has been deprived so prematurely of a daring, supremely skilled young man of upstanding character.

Still, there only exists preciously few men who can boast that they had seen as much, done as much, and learned as much as Tony Brooks did in his tragically abbreviated life; that Tony Brooks, in spite of his fleeting presence upon this Earth, has, without dispute, led an existence fully worthy of that of a true Englishman, and perished in a manner that any unemasculated Englishman can only hope to emulate; an august and noble death whilst engaged in an endeavour of great difficulty and daring, in the committed service of God, Queen, and Country. How could we, as men, and as loyal servants of this Great Britain of ours, feel anything but unattenuated pride and privilege to be associated with such an individual?

We, of course, extend our gravest and most sincere condolences to the loved ones of Tony Brooks, and shall, of course, provide for them materially in the foreseeable future.

CaptainGetz12 wrote:In regards to the AAC chassis, how much would Ferrari be willing to pay for it? We feel that we got gipped on the deal when we sold the Lancia engine off, so we feel that we should deserve at least 50% of the money back.

Would the FIA be willing to help settle this matter?

Biscione wrote:

CaptainGetz12 wrote:In regards to the AAC chassis, how much would Ferrari be willing to pay for it? We feel that we got gipped on the deal when we sold the Lancia engine off, so we feel that we should deserve at least 50% of the money back.

Would the FIA be willing to help settle this matter?

£10,000 is 50%, but seeing as we're willing to settle your grievances, even if we don't necessarily agree with them, we'll give you £12,500 for the lot.

roblomas52 wrote:Royal Automobile Racing club would like to enter the following for the upcoming round at Silverstone.

Chassis: O.S.C.A. F154A chassis 5
Engine: Bentley 16VL-1 engine 5
Driver: Henry Taylor

pi314159 wrote:

Biscione wrote:

CaptainGetz12 wrote:In regards to the AAC chassis, how much would Ferrari be willing to pay for it? We feel that we got gipped on the deal when we sold the Lancia engine off, so we feel that we should deserve at least 50% of the money back.

Would the FIA be willing to help settle this matter?

£10,000 is 50%, but seeing as we're willing to settle your grievances, even if we don't necessarily agree with them, we'll give you £12,500 for the lot.

14,000. Given its pace, it's hardly worth it but the car has some historic value at least.

Biscione wrote:

La Gazzetta dello Sport wrote:Safety crusaders should 'play in the sandpit', says Bizzarri

Random Cooper Mechanic wrote:When someone mentions words as 'safety' in the same context as 'crusade' it's clear that person is dementing.
Well yeah, unlike the savage beasts you would like to have as your 'gladiators', we British people prefer people to be more gentlemanlike. You might prefer 'panem et circenses'. We prefer humanity and civilisation.

John Cooper wrote:Calm down, son and have some tea. Don't waste your time with those Italians. Unless if you want pizza.

Mechanic wrote:Oh, i get it, you just work together with Maserati because they make the best pizza in the paddock?

John Cooper wrote:*nods,confirming*

CaptainGetz12 wrote:

pi314159 wrote:

Biscione wrote:£10,000 is 50%, but seeing as we're willing to settle your grievances, even if we don't necessarily agree with them, we'll give you £12,500 for the lot.

14,000. Given its pace, it's hardly worth it but the car has some historic value at least.

I will take the 12,500 deal from Biscione in order to prevent some sort of scandal with the FIA. Selling the car to a competitor looks pretty shady from all aspects, no offense to OSCA.

Stirling Moss wrote:For me, danger is an integral part of motorsport. It's a great part of the fascination that motorsport has on me. It's definitely one of the reasons I'm a racer. Of course no one wants to get hurt, we're not suicidal. But we accept the danger because of the great feeling to do something absolutely ridiculous. How many people dare driving these cars at the limit? If you want a safe sport, you can go play tennis.

If we talk about safety, we should talk about driving standards. A racing car is a dangerous machine, and if you don't know your limit, you don't belong on the track. We shouldn't sanitize the tracks just to accomodate these drivers. They can go back to club racing if they're not ready for powerful cars. I love driving at tracks like Spa-Francorchamps and the Nürburgring.

We can still talk about how we can make racing safer without wrecking the tracks or slowing the cars to club racing levels. Marshalling could be improved to warn drivers of incoming dangers. And the if a driver gets hurt, the medical response should be faster. These steps would help improving safety without taking away the thrill of driving a Grand Prix car at over 250 km/h on a road.

I know my opinion differs from Piero's. Maybe having a crash as he had at Bremgarten changes your views on this matter. But these differences are no problem when we're working together at the track.

Daily Express wrote:Gould shaken

Horace Gould who retired early on in the race due to a medium speed crash which was caused by a puncture from debris from other accidents, was shaken up by the experience, although he managed to get out of the car and was checked over by the st johns ambulance medics to be given a clean bill of health it was obvious that he had been shaken by the whole experience, he was quoted as saying "It is frightfully annoying to crash out with a puncture but I do reflect that I am on of the lucky ones and I can experience the thrill of racing again, once the car has been repaired. However during this sad weekend, my thoughts go out to Paco Godia and Tony Brooks, but I will praise the St Johns Ambulance service who if they were not there to quickly reach drivers, we might have had more fatalities from even the minor incidents.". Mr Gould does however, still plan to enter the British GP if the Tipo chassis is repaired in time.

pi314159 wrote:Come on, that car is almost pre-war technology. That's hardly industrial espionage. And the FIA has never interfered with such deals before. Ferrari are just throwing a tantrum, and they have no right to complain, having acquired competitors' cars in the past, which by the way were state of the art Lancias and Alfa Romeos.

CaptainGetz12 wrote:

pi314159 wrote:Come on, that car is almost pre-war technology. That's hardly industrial espionage. And the FIA has never interfered with such deals before. Ferrari are just throwing a tantrum, and they have no right to complain, having acquired competitors' cars in the past, which by the way were state of the art Lancias and Alfa Romeos.

We appreiate the offer, ut based on our financial situation getting into legal trouble with the FIA is the last thing we want. We will continue to show support for OSCA with their engines and chassis for this season and hopefully for next season.