Formula One is the highest class of single-seater auto racing sanctioned by the Fédération Internationale de l'Automobile and owned by the Formula One Group. The FIA Formula One World Championship has been one of the premier forms of racing around the world since its inaugural season in 1950; the word "formula" in the name refers to the set of rules to which all participants' cars must conform. A Formula One season consists of a series of races, known as Grands Prix, which take place worldwide on purpose-built circuits and on public roads; the results of each race are evaluated using a points system to determine two annual World Championships: one for drivers, the other for constructors. Drivers must hold valid Super Licences, the highest class of racing licence issued by the FIA; the races must run on tracks graded "1", the highest grade-rating issued by the FIA. Most events occur in rural locations on purpose-built tracks, but several events take place on city streets. Formula One cars are the fastest regulated road-course racing cars in the world, owing to high cornering speeds achieved through the generation of large amounts of aerodynamic downforce.
The cars underwent major changes in 2017, allowing wider front and rear wings, wider tyres, resulting in cornering forces closing in on 6.5g and top speeds of up to 375 km/h. As of 2019 the hybrid engines are limited in performance to a maximum of 15,000 rpm and the cars are dependent on electronics—although traction control and other driving aids have been banned since 2008—and on aerodynamics and tyres. While Europe is the sport's traditional base, the championship operates globally, with 11 of the 21 races in the 2018 season taking place outside Europe. With the annual cost of running a mid-tier team—designing and maintaining cars, transport—being US$120 million, Formula One has a significant economic and job-creation effect, its financial and political battles are reported, its high profile and popularity have created a major merchandising environment, which has resulted in large investments from sponsors and budgets. On 8 September 2016 Bloomberg reported that Liberty Media had agreed to buy Delta Topco, the company that controls Formula One, from private-equity firm CVC Capital Partners for $4.4 billion in cash and convertible debt.
On 23 January 2017 Liberty Media confirmed the completion of the acquisition for $8 billion. The Formula One series originated with the European Grand Prix Motor Racing of the 1930s; the formula is a set of rules. Formula One was a new formula agreed upon after World War II during 1946, with the first non-championship races being held that year. A number of Grand Prix racing organisations had laid out rules for a world championship before the war, but due to the suspension of racing during the conflict, the World Drivers' Championship was not formalised until 1947; the first world championship race was held at Silverstone, United Kingdom in 1950. A championship for constructors followed in 1958. National championships existed in the UK in the 1960s and 1970s. Non-championship Formula One events were held for many years, but due to the increasing cost of competition, the last of these occurred in 1983. On 26 November 2017, Formula One unveiled its new logo, following the 2017 season finale in Abu Dhabi during the Abu Dhabi Grand Prix at Yas Marina Circuit.
The new logo replaced F1's iconic'flying one', the sport's trademark since 1993. After a hiatus in European motor racing brought about by the outbreak of World War II in 1939, the first World Championship for Drivers was won by Italian Giuseppe Farina in his Alfa Romeo in 1950, narrowly defeating his Argentine teammate Juan Manuel Fangio. However, Fangio won the title in 1951, 1954, 1955, 1956, 1957, his streak interrupted by two-time champion Alberto Ascari of Ferrari. Although the UK's Stirling Moss was able to compete he was never able to win the world championship, is now considered to be the greatest driver never to have won the title. Fangio, however, is remembered for dominating Formula One's first decade and has long been considered the "Grand Master" of Formula One; this period featured teams managed by road car manufacturers Alfa Romeo, Mercedes-Benz, Maserati. The first seasons were run using pre-war cars like Alfa's 158, they were front-engined, with narrow tyres and 1.5-litre supercharged or 4.5-litre aspirated engines.
The 1952 and 1953 World Championships were run to Formula Two regulations, for smaller, less powerful cars, due to concerns over the paucity of Formula One cars available. When a new Formula One, for engines limited to 2.5 litres, was reinstated to the world championship for 1954, Mercedes-Benz introduced the advanced W196, which featured innovations such as desmodromic valves and fuel injection as well as enclosed streamlined bodywork. Mercedes drivers won the championship for two years, before the team withdrew from all motorsport in the wake of the 1955 Le Mans disaster. An era of British dominance was ushered in by Mike Hawthorn and Vanwall's championship wins in 1958, although Stirling Moss had been at the forefront of the sport without securing the world title. Between Hawthorn, Jim Clark, Jackie Stewart, John Surtees and Graham Hill, British drivers won nine Drivers' Championships and British teams won fourteen Constructors' Championsh
The DFV is an internal combustion engine, produced by Cosworth for Formula One motor racing. The name is an abbreviation of Double Four Valve, the engine being a V8 development of the earlier four-cylinder FVA, which had four valves per cylinder, its development in 1967 for Colin Chapman's Team Lotus was sponsored by Ford. For many years it was the dominant engine in Formula One, it was used in other categories of racing, including CART, Formula 3000 and sportscar racing; the engine is a 90°, 2,993 cc V8 with a bore and stroke of 85.67 x 64.897 mm producing over 400 bhp from the start reaching over 500 bhp by the end of its Formula 1 career. The 1983 DFY variant had a revised bore and stroke of 90 x 59 mm giving 2,993 cc and 520–530 bhp at 11,000 rpm, 280 ft⋅lbf torque at 8,500 rpm. In 1965, the Fédération Internationale de l'Automobile, that administered Formula One racing, agreed to raise the series' maximum engine capacity from 1.5 litres to 3.0 litres from 1966. Up until that point, Colin Chapman's successful Team Lotus cars had relied on power from fast revving Coventry Climax engines, but with the change in regulations Coventry Climax decided for business reasons not to develop a large capacity engine.
Chapman approached Keith Duckworth a gearbox engineer at Lotus but now running his fledgling Cosworth company with Mike Costin, who commented that he could produce a competitive three-litre engine, given a development budget of £100,000. Chapman approached the Ford Motor Company and David Brown of Aston Martin for funding, each without initial success. Chapman approached Ford of Britain's public relations chief, former journalist Walter Hayes, with whom he had developed a close working relationship from the early 1960s. Since Hayes had joined Ford in 1962 the pair had collaborated in the production of the successful Lotus Cortina, introduced in 1963. Hayes arranged dinner for Chapman with Ford employee Harley Copp, a British-based American engineer who had backed and engineered Ford's successful entry into NASCAR in the 1950s. Hayes and Copp developed a business plan, backed by Ford UK's new chairman Stanley Gillen, approved by Ford's Detroit head office as a two-part plan: Stage one would produce a four-cylinder twin-cam engine for Formula Two Stage two would produce a V8 engine for Formula One, by May 1967 The project was revealed by Hayes in a PR launch in Detroit at the end of 1965, but the engine was not ready until the third race of the 1967 season, on the 4 June at Zandvoort.
Its debut proved successful. Graham Hill, in the team at the specific request of Ford and Hayes, put his DFV-powered Lotus 49 on pole position by half a second and led for the first 10 laps but was sidelined by a broken gear in the camshaft drive. Team-mate Jim Clark came home to win. However, this dominant performance belied a serious fault in the timing gear. Clark took three more wins that season, but reliability problems left him third in the Drivers' Championship, 10 points behind champion Denny Hulme; the progress of the engine was documented in a film produced by the Ford Motor Company's film section, entitled 9 Days in Summer. The agreement between Ford and Lotus was binding on all parties, Ford as the funder had no plans to sell or hire the DFV to any other teams. However, it occurred to Hayes that there was no competition: the Ferrari engine was underpowered. Only Brabham's Repco V8 engine provided a usable combination of power and reliability, but its age and design left little room for further improvement.
Hayes concluded that Ford's name could become tarnished if the Lotus were to continue winning against only lesser opposition, that they should agree to use the unit in other teams, hence dominate Formula One. At the end of 1967, Copp and Hayes explained to Chapman that he would no longer have monopoly use of the DFV and in August 1967 it was announced that the power unit would be available for sale, via Cosworth Engineering, to racing teams throughout the world. Hayes released the DFV to French team Matra, headed by Ken Tyrrell with Jackie Stewart as a driver. What followed was a golden age, where teams big or small could buy an engine, competitive, compact, easy to work with and cheap; the DFV replaced the Coventry Climax as the standard F1 powerplant for the private teams. Lotus, McLaren, Brabham, Surtees, Hesketh, Williams, Penske and Ligier are just some of the teams to have used the DFV. In 1969 and 1973 every World Championship race was won by DFV-powered cars, with the engine taking a total of 155 wins from 262 races between 1967 and 1985.
The advent of ground effect aerodynamics on the F1 scene in 1977 provided a new lease of life for the now decade-old engine. The principle relied on Venturi tunnels on the underside of the car to create low pressure regions and thus additional downforce. Teams running Ferrari and Alfa-Romeo flat-12 engines had enjoyed a handling advantage due to the low centre of gravity in such a configuration. However, for ground effect, the wide engine was the opposite of what was required as the cylinder heads protruded into the area where the Venturi tunnels should have been. In contrast, the V-configuration of the Cosworth engine angled the cylinders upwards and left ample s
Silvio Moser was a racing driver from Switzerland. Moser began his career in the early sixties, racing Alfa Romeos and moved to single seaters in 1964, with a good deal of success both in European Formula three and the Temporada Series. Having built a strong reputation in Formula Junior/Three, Formula Two and sports car racing Moser debuted in Formula One on 15 July 1967 at the British Grand Prix with a Vögele Team Cooper-ATS. Prior to this he had attempted to qualify for the German Grand Prix in 1966 with a Formula Two Brabham–Cosworth BT16, entered in his own name, but the engine failed in practice, he continued in 1968 with a Brabham-Repco BT20, in 1969 in a entered Brabham BT24 Cosworth, in 1970 with the Bellasi-Cosworth and again for one race in 1971. In total, he participated in 19 Formula One World Championship Grands Prix, scoring a total of three championship points. After the failure of the Bellasi project Moser returned to Formula Two and drove a Brabham in 1971 and 1972, a Surtees in 1973, with limited success, but managed second place at Monza in the Lottery GP.
Moser died from severe injuries without regaining consciousness, some time after being involved in an accident while driving his Lola-BMW in the 1,000 km sports car race at Monza. Official Site
Didier Auriol is a French former rally driver. Born in Montpellier, an ambulance driver, Auriol made his name as a French rally driver in the World Rally Championship throughout the 1990s, he became World Rally Champion in the first from his country to do so. He was a factory candidate for Lancia and Peugeot among others, before losing his seat at Škoda at the end of 2003. At the age of 21, Auriol started rallying in an old Simca 1000, he drove the Simca 2 Years he got a Renault 5 Turbo, With this car, he drove in the French Rallye Championship. In 1986 he competed in a Metro 6R4. With this car, he won his first French Rallye Championship, he contested it again the following year, the first of the Group A years, in a Ford Sierra RS Cosworth and with his car he was French Rallye Champion 1987 and 1988. Auriol won his first World Championship event, the 1988 Tour de Corse, whilst driving a works Ford Sierra RS Cosworth, it was the only time that season when Lancia were beaten in a straight fight, the Lancia team duly signed him for the following year.
He remained with the team for four seasons, driving three successive versions of the then-dominant Lancia Delta Integrale. In 1992, driving the final evolution of the car, he won six events in one season, but poor results on other rounds and retirement on the last event of the season, the RAC Rally, handed the world championship to Carlos Sainz. In 1993 Auriol switched to Toyota, won his first event for the team, the Monte Carlo Rally, he did not win again that season, but the following year he won the Corsica and San Remo rallies and went into the final round, in Great Britain, vying again with Sainz for the championship. Despite a poor showing on the rally he emerged as World Champion after the Spanish driver went off the road on the final day. In 1995, he took the first win for the Celica GT-Four ST205 in Tour de Corse; however in the same season, on the Rally Catalunya, Toyota were found to have used an illegal device in the turbocharger to increase the power of the engine, were excluded from the results of the 1995 championship and banned for next year.
1996 Auriol contested only two World Championship events. He drove for Subaru for Mitsubishi in San Remo. 1997 he entried in Monte Carlo with private Ford, drove couple of rallies with Toyota's new Corolla WRC. Auriol drove for Toyota two next years; when Toyota retired from World Rally Championship after 1999, Auriol moved to SEAT on board of the SEAT Córdoba WRC E2. With Auriol's experience, SEAT managed to grab the third podium place at the Safari Rally in Kenya, that season to launch their third evolution of the Córdoba WRC; however at the end of the season the Spanish manufacturer retired from WRC to focus on the development of a special series of high performance cars. Auriol still managed to deal with Peugeot for 2001 season, but in only asphalt-rallies where Auriol managed to be quicker than his teammate, Marcus Grönholm. Auriol's only win. 2002 was kind of gap year for Auriol, but he made contract with Skoda team for 2003. Auriol was responsible for the development work of the Škoda Fabia WRC.
Another notable achievement in Auriol's repertoire is being a six-time winner of the Tour de Corse, level record holder with Bernard Darniche. As late as 2001 Auriol was still racking up podiums there. Rallybase.nl – Dider Auriol's profile
Dario Cerrato, is a former Italian rally driver three times on the podium in World Rally Championship races. He won five times the Italian Rally Championship. European Rally Championship 2 wins Italian Rally Championship 5 wins Driver pofile at Rallye-info.com
1971 Dutch Grand Prix
The 1971 Dutch Grand Prix was a Formula One motor race held at Zandvoort on June 20, 1971. It was race 4 of 11 in both the 1971 World Championship of Drivers and the 1971 International Cup for Formula One Manufacturers. Due to heavy rain, the track was treacherously wet and slippery, giving a large advantage to "wet-weather men" Ickx and Rodriguez, who happened to be equipped with suitable cars and tyres; this was the last Formula One race on a circuit with no safety features on it. Because of this the Dutch Grand Prix was canceled the next year, but the circuit came back in 1973. Peterson set his time in the March-Alfa Romeo Rolf Stommelen was disqualified for being push-started by marshals after he spun. Reine Wisell was disqualified for reversing into the pits. Last podium finish for a Mexican driver until the 2012 Malaysian Grand Prix. First F1 Grand Prix start for Dave Walker Last Grand Prix to have no Brazilian drivers starting the race until the 2017 Hungarian Grand Prix. Note: Only the top five positions are included for both sets of standings.
Media related to 1971 Dutch Grand Prix at Wikimedia Commons
Uruguay the Oriental Republic of Uruguay, is a country in the southeastern region of South America. It borders Argentina to its west and Brazil to its north and east, with the Río de la Plata to the south and the Atlantic Ocean to the southeast. Uruguay is home to an estimated 3.44 million people, of whom 1.8 million live in the metropolitan area of its capital and largest city, Montevideo. With an area of 176,000 square kilometres, Uruguay is geographically the second-smallest nation in South America, after Suriname. Uruguay was inhabited by the Charrúa people for 4,000 years before the Portuguese established Colonia del Sacramento in 1680. Montevideo was founded as a military stronghold by the Spanish in the early 18th century, signifying the competing claims over the region. Uruguay won its independence between 1811 and 1828, following a four-way struggle between Spain and Argentina and Brazil, it remained subject to foreign influence and intervention throughout the 19th century, with the military playing a recurring role in domestic politics.
A series of economic crises put an end to a democratic period that had begun in the early 20th century, culminating in a 1973 coup, which established a civic-military dictatorship. The military government persecuted leftists and political opponents, resulting in several deaths and numerous instances of torture by the military. Uruguay is today a democratic constitutional republic, with a president who serves as both head of state and head of government. Uruguay is ranked first in Latin America in democracy, low perception of corruption, e-government, is first in South America when it comes to press freedom, size of the middle class and prosperity. On a per-capita basis, Uruguay contributes more troops to United Nations peacekeeping missions than any other country, it tops the rank of absence of a unique position within South America. It ranks second in the region on economic freedom, income equality, per-capita income and inflows of FDI. Uruguay is the third-best country on the continent in terms of HDI, GDP growth and infrastructure.
It is regarded as a high-income country by the UN. Uruguay was ranked the third-best in the world in e-Participation in 2014. Uruguay is an important global exporter of combed wool, soybeans, frozen beef and milk. Nearly 95% of Uruguay's electricity comes from renewable energy hydroelectric facilities and wind parks. Uruguay is a founding member of the United Nations, OAS, Mercosur, UNASUR and NAM. Uruguay is regarded as one of the most advanced countries in Latin America, it ranks high on global measures of personal rights and inclusion issues. The Economist named Uruguay "country of the year" in 2013, acknowledging the policy of legalizing the production and consumption of cannabis; the name of the namesake river comes from the Spanish pronunciation of the regional Guarani word for it. There are several interpretations, including "bird-river"; the name could refer to a river snail called uruguá, plentiful in the water. In Spanish colonial times, for some time thereafter and some neighbouring territories were called the Cisplatina and Banda Oriental for a few years the "Eastern Province".
Since its independence, the country has been known as la República Oriental del Uruguay, which means "the eastern republic of the Uruguay ". However, it is translated either as the "Oriental Republic of Uruguay" or the "Eastern Republic of Uruguay"; the documented inhabitants of Uruguay before European colonization of the area were the Charrúa, a small tribe driven south by the Guarani of Paraguay. It is estimated that there were about 9,000 Charrúa and 6,000 Chaná and Guaraní at the time of contact with Europeans in the 1500s. Fructuoso Rivera - Uruguay's first president – organized the Charruas' genocide; the Portuguese were the first Europeans to enter the region of present-day Uruguay in 1512. The Spanish arrived in present-day Uruguay in 1516; the indigenous peoples' fierce resistance to conquest, combined with the absence of gold and silver, limited their settlement in the region during the 16th and 17th centuries. Uruguay became a zone of contention between the Spanish and Portuguese empires.
In 1603, the Spanish began to introduce cattle. The first permanent Spanish settlement was founded in 1624 at Soriano on the Río Negro. In 1669–71, the Portuguese built a fort at Colonia del Sacramento. Montevideo was founded by the Spanish in the early 18th century as a military stronghold in the country, its natural harbor soon developed into a commercial area competing with Río de la Plata's capital, Buenos Aires. Uruguay's early 19th century history was shaped by ongoing fights for dominance in the Platine region, between British, Spanish and other colonial forces. In 1806 and 1807, the British army attempted to seize Buenos Aires and Montevideo as part of the Napoleonic Wars. Montevideo was occupied by a British force from February to September 1807. In 1811, José Gervasio Artigas, who became Uruguay's national hero, launched a successful revolt against the Spanish authorities, defeating them on 18 May at the Battle of Las Piedras. In 1813, the new government in Buenos Aires convened a constituent assembly where Artigas emerged as a champ