HDTenEightyP/NetNews huggingface dataset:
Newsgroups: rec.autos.sport
Subject: NASCAR POINTS........
From: <CWL103@psuvm.psu.edu>
Date: Mon, 9 Nov 1992 15:57:45 EST
Organization: Penn State University

I know how some of the points are earned in Winston Cup racing (NASCAR)
but I'm not quite sure of all the ways points can be earned.  Can
someone E-Mail me personally with a listing of all the ways points can be
earned in NASCAR.
                     Thanks in advance...
                                         Chad.
                    CWL103@psuvm.psu.edu
Newsgroups: rec.autos.sport
From: mjackson.wbst147@xerox.com (Mark Jackson)
Subject: Re: Nigel's records
Reply-To: mjackson.wbst147@xerox.com
Organization: Xerox Corporation, Webster NY
Date: Fri, 6 Nov 1992 21:01:23 GMT

In article 100864@bu.edu, nicos@cs.bu.edu (Nicos Kontopoulos) writes:

> MOST POLES IN A SEASON
> Ayrton had the record before this season.
> Has Nigel beaten this record or just tied it? What if he [Nigel] does get
> pole tommorow in Australia?

Senna's record is 13; Mansell tied it in Japan.  (He's been on pole
every time so far except in Canada [Senna] and Hungary [Patrese].)  If
he holds the pole in Australia he will set a new record, of course.

> MOST WINS IN A SEASON
> Ayrton again had the record before this season.
> Has Nigel tied this record? Will he beat this record with a win in
> Australia?

Mansell broke Senna's record of 8 wins in a season by taking his 9th in
Portugal; he can of course raise the record to 10 this weekend.

---
Mark <MJackson.Wbst147@Xerox.COM>

  Power tends to corrupt and absolute power corrupts absolutely.
		- Lord Acton, who is almost always misquoted
From: cg894@cleveland.Freenet.Edu (Brian Lee Wilson)
Newsgroups: rec.autos.sport
Subject: Nissan in jeapordy
Date: 5 Nov 1992 19:33:26 GMT
Organization: Case Western Reserve University, Cleveland, Ohio (USA)
NNTP-Posting-Host: hela.ins.cwru.edu


According to SpeedWeek, the IMSA GTP program for Nissan is
going to suffer because of the parent company's financial woes.
The GTS program will still have two cars, but less money.  The
GTU program will have one car instead of three (that's to say 
that Nissan will DIRECTLY sponsor one of Lietzinger's cars).

I'm not sure how hard-pressed the NPTI boys will be, but I sure
hope that they don't join Mazda on the sidelines.

##
-- 
      
Brian Wilson...                 Not from the Beach Boys!

Newsgroups: rec.autos.sport
From: johnf@apollo.hp.com (John Francis)
Subject: Re: Re: F1 Stuff
Date: Fri, 13 Nov 1992 23:34:11 GMT
Organization: Hewlett-Packard Corporation, Chelmsford, MA

In article <jvq1H?ktva@atlantis.psu.edu> EHP@snowyt.me.psu.edu (PADDOCK, EVERETT H.) writes:
>
>Although I am not familiar with the F1/Indycar rulebooks, there is a very good
>reason not to mount wings directly on the suspension.  In fact, there is quite
>a benefit to mounting wings as far from the tires as possible.  This allows the
>downforce to act on the tires through a moment arm.  So the resultant normal
>force on the tires is greater than the downforce produced by the wing(s).  I
>think the guy who figured this out was Colin Chapman.  The first cantilevered
>wings appeared on the Lotus 72 in 1973 (I'm 75% sure of the car/year).
>

Errrm, no, not really.

Basically you have a certain amount of downforce being generated by the wing.
The force opposing this is an (upwards) normal force transmitted through the
tires.   For a given wing configuration the same amount of downforce will be
generated, requiring the same balancing force through the tires.

This is all totally independent of the actual mechanics of the linkage that
connects the wing to the wheels. The only difference the positioning of the
struts makes is in the magnitude of the load being carried by the struts.
I wouldn't be particularly surprised to find that Colin Chapman experimented
with various strut placings to find the position that allowed him to use the
thinnest, lightest struts, mind you!

>=============================================================================
>
>Everett Paddock 				email: ehp@snowyt.meZ.psu.edu
>Center for Acoustics and Vibration		phone: (814) 863-1986
>Department of Mecanical Engineering
                ^^^

Yuo know the old joke: Last week I couldn't even spell "Engineer"  . . . .
-- 
John Francis                                 johnf@apollo.hp.com
with 9 cats to feed, I don't have time to think up a clever .sig
Newsgroups: rec.autos.sport
From: dwood@magnus.acs.ohio-state.edu (Deron A Wood)
Subject: Nissan and IMSA
Organization: The Ohio State University
Date: Thu, 12 Nov 1992 14:27:00 GMT

I have a few comments about the recent decision of Nissan to pull out of the
IMSA GTP series.  They stated that they were going into Indy Car racing because
of the amount of exposure.  Well, they sure didn't seem to have any lack of
exposure when they won 4 (or 5) straight manufacturer's titles and 4 (or 5)
straight driver's titles.  They seemed to really exploit that in all of their
advertising.  Then enter the 1992 season, all of a sudden they are no longer
the top gun on the circuit.  The new Jag is blindingly fast, and the Toyotas
are on their way up.
     The first thing that Nissan does is complain about how much the Jag is
dominating the competition, nevermind how Nissan has dominated for the past
few years.  The facts were that Nissan could no longer dominate the series.  In
fact, it had all it could handle just holding off the old Porsches.  My point
is that as long as Nissan was dominating the competition, everything was fine,
but the minute that someone one ups them, they bail out of the series like a
bunch of wusses.  Rather than meeting the challenge of the Jag and Toyota, they
withdraw.
     Now does this scenario sound familiar, like maybe the reaction of Honda
to Renault's onslaught?  I think that good racing demands does not need or 
want manufacturers deciding to pull out of series just because they may not be
winning as many races as before.  Nissan should accept the challenge, not
cower.  Just think, if Nissan were to come back and design a car to beat
the Toyotas, they could have all sorts of exposure.

     Well, just my $0.02 worth.

Deron Wood
Help save an endangered species  -  the IMSA series
From: lupienj@hpwadac.hp.com (John Lupien )
Date: Wed, 11 Nov 1992 18:51:44 GMT
Subject: Re: F1 final points positions
Message-ID: <3896@hpwala.wal.hp.com>
Newsgroups: rec.autos.sport
Reply-To: lupienj@wal.hp.com

In article <BxGpCK.Fv2@apollo.hp.com> johnf@apollo.hp.com (John Francis) writes:
>                1st  2nd  3rd  4th  5th  6th   Total
> Mansell         9    3    0    0    0    0     108

This is interesting. Would anyone happen to know if Mansell has
a record for "highest percentage of available points won"?
It seems from this list that he has 25.96% of all the available points.

---
John R. Lupien
lupienj@wal.hp.com
Newsgroups: rec.autos.sport
From: graeme@tasman.cc.utas.edu.au (Graeme)
Subject: Adelaide F1 3rd practice, (Sat. am)
Keywords: F1
Organization: University of Tasmania, Australia.
Date: Sat, 7 Nov 1992 01:47:11 GMT

Third practice on Saturday morning, Adelaide, times:-
Mansell       1:14.094
Senna         1:14.507
Berger        1:15.197
Patrese       1:15.237
Schumacher    1:16.418
Herbert       1:16.576
de Cesaris    1:16.658
Alesi         1:16.705

Patrese took his time about half-way throught the session,
hitting 300kph down the main straight.
Mansell and Senna made a big effort right at the end of the session,
in the last 2 laps they again came in at the head of the list.
The William's smooth progress were a marked contrast to the Ferrari,
which the TV coverage showed bumping and juddering around the circuit as Alesi
tried his best.
Katayama spun his Venturi Lamborghini, as did Morbidelli at Brewery corner 
to Murray's bored comment "and Morbidelli has spun AGAIN".
Schumacher found his limit and explored a run-off, as did
Gruillard (spelling?).
Mansell commented that the weather was getting hotter,
and he thought the Friday times were unlikely to be bettered.

Jackie Stewart commented that the Williams was "probably a greater
investment in mechanical excellence than any team in pit row, and possibly
in the history of motor sport"
He continued "Nigel Mansell at the moment, I think, is the fastest Grand
Prix driver in the world. I don't know if he is yet the best,
I think Senna may just have the edge, but I think he is certainly the fastest".

Alan Jones commented Adelaide's main straight is 5 feet wider,
with a slope which is supposed to help clear any water.
The forecast is a 50/50 rain/fine,
but hopefully the rain will not be heavy(!).

Adelaide has a lot of support races, and as I type this, a 5-lap super cart
race is in progress. Terrifying. These little things, whose body is only
about twice the height of the kerbs are lapping in the low 1:40s which Alan
Jones commented is about the same time as the group A car he will be driving 
later. A greater power/weight ratio than F1, 250Kph, ventilated dual
caliper disks, no roll bars and no seat belts. Ummmmm......
Graeme.

Newsgroups: rec.autos.sport
From: rtw5722@zeus.tamu.edu (Ryan T. Wood)
Subject: Re: Schumacher for 1993 champion?
News-Software: VAX/VMS VNEWS 1.41    
Organization: Texas A&M University, Academic Computing Services
Date: Wed, 11 Nov 1992 18:14:00 GMT

In article <1992Nov10.212048.24512@nntpd2.cxo.dec.com>, winalski@adserv.enet.dec.com (Paul S. Winalski) writes...
> 
>In article <9211101538.AA28965@deepthought.cs.utexas.edu>,
>PHT007%SIRIUS.UKC.AC.UK@ib.rl.ac.uk writes:
>|>
>|>How does everyone feel about next years world Champion?
>|>I reckon it is gonna be Schumacher as:
> 
>Don't forget that Alain Prost will be at Williams next year.
> 
>--PSW

Don't forget about the Ferrari's.  New team manager and new design.  They'll 
be ready!!  <I hope and pray that they'll be ready!!>


Ryan T. Wood
Texas A&M Sports Car Club - Vice President
RTW5722@zeus.tamu.edu
(409) 847-1937                      __    
                                   /  \
                      |============================|
                      |============================|
                      |         /   []   \         |
          __________  |=============[]=============|  __________
         /          \ | ____/_______[]_______\____ | /          \
         |          |  /_____/~~~~~~[]~~~~~~\_____\  |          |
         |          |********|  Ferrari F1  |********|          |
         |          |********|_____    _____|********|          |
         |          | _|_____/@@ @@\__/@@ @@\_____|_ |          |
         \__________/                                \__________/
   ~`'~~`~~~~'~~~'~~`~~'~`~~~`~~`'~~'~~`~~`'~'`~`~'~~`~~~`~~`~~`~~~`~~
               Yes, I'm still a devoted Ferrari F1 fan!!!

            "If you are under control you're going too slow."
                                            ---  Parnelli Jones

Newsgroups: rec.autos.sport
From: u9259236@cc.uow.edu.au (Leslie Shing Chi Tong)
Subject: Re: Mansell Rolling Start
Organization: University Of Wollongong
Date: Fri, 6 Nov 92 03:57:46 GMT

nxn@uts.amdahl.com (David J. Nixon) writes:

>dwv@cbnewsc.cb.att.com (Dave Vollman) writes:
>>Let's change this one around. How do you think Nigel will do
>>with rolling starts? Has he ever done one in race conditions?
>>How will he fare on thos single file rolling starts?

>I expect he'll pick it up quickly. If he qualifies on the front
>row at Indy, which is iffy for anyone because of the stock blocks
>and the weather, I predict he'll be the first into turn 1.
>On the other hand, I would expect he'll make one or two blunders
>during full course yellows.

>Dave Nixon
>nxn@uts.amdahl.com

plus the re-fuelling would most probably avoid another "1991 CanadianGP 
incident" for Nige,I hope.
Newsgroups: rec.autos.sport
From: myhui@bnr.ca (Michael Hui)
Subject: Re: Re: F1 Stuff
Organization: Bell-Northern Research Ltd., Ottawa, Canada
Date: Fri, 13 Nov 92 05:03:05 GMT

In article <d.calwell.4.0@trl.oz.au> d.calwell@trl.oz.au (David Calwell) writes:
>I have been curious about this for some time, from what i see on TV dont the 
>wings on F1 and Indycars put the weight on the chassis, where, as Bob 
>suggests, it would make more sense to put the weight on the suspension.
>Am i mistaken or is there a rule that covers this.

If by "suspension" you mean the unsprung portions of the car, then of
course it would not work, since the large movements and high
acceleration that part of the car goes through would break the wing's
mounting struts in a moment and prevent the tires from closely contacting
the road surface through all the undulations.
-- 
Michael MY Hui  ~{~}  myhui@bnr.ca  Ottawa Canada
From: danjones@pyrps5.eng.pyramid.com (Dan Jones)
Newsgroups: rec.autos.sport
Subject: Re: More Sauber Tests at Barcelona
Date: 6 Nov 92 04:03:49 GMT
Organization: Pyramid Technology Corporation, Mountain View

Richard Banks writes:

>In a previous article, tvp53202@uxa.cso.uiuc.edu (Toby Vaughn Padfield) says:
>
>>>Doesn't Barcelona have a long straight?
>>>Wasn't he using 93 tires?
>>
>>>Makes sense to me.
>>
>>	Yes, the Circuito de Catalunya has a fairly long straight. I can see
>>that the new rules for '93 would allow for faster speeds along the straights
>>but they also will make cornering speeds significantly slower. You say that
>>it makes sense to you, in reference to teh new record set on '93 tires. The
>>tires for '93 are going to be of a harder compound, making the traction ob-
>>tainable from them less. Am I missing something here?
>
>You may be missing alot but let's not get into that.

I must be missing something here too.  Would you enlighten us?

>The Illmor engine is the most underated engine this year in F1.
>If I were a team in F1, and I could not get a Honda V12, Renault V10,
>or Cosworth series VII, then I certainly would vigorously consult
>to get a Illmor V10.
>
>Here's how I rate this year's engines:
>
>1. Honda - not the lastest one, the one used from Silverstone - Hungary
>2. Renault
>3. Cosworth series VII
>4. Illmor V-10

I don't see anything very shocking about this list.  What did you expect
people to think, that Ferrari is in the top four?  :-))  The Ilmor (correct 
spelling) is a good engine, but its not in the same league as the Honda
and Renault.  

And it was a Renault powered Williams that set the time that the Sauber is 
being compare to.  But probably more important than anything, is this the '92
Ilmor or the new engine?  I don't believe anyone has stated that for sure
yet.  I'm thinking I read somewhere that initial testing will be with the
'92 spec engine.  Isn't the new engine a new design too, i.e. more than just 
an update?

Have any teams choosen to go with the Heini Mader tuned '92 Ilmors for next
season yet?  Tyrrell turned them down because he needed the financial
assistence from Yamaha.

Dan Jones
From: danjones@pyrps5.eng.pyramid.com (Dan Jones)
Newsgroups: rec.autos.sport
Subject: Movable wings and the 917 (Was: F1 Stuff)
Date: 11 Nov 92 07:59:17 GMT
Organization: Pyramid Technology Corporation, Mountain View

Ric Golen writes:
>Besides the cars mentioned in another posting, another car which had
>moveable aerodynamic devices was the Porsche 917 in its 1969(pre-
>917 K - Gulf Porsche short tail form). The Porsche 908 also used the
>same system in 1968 & 1969.
>
>Essentially at the tail end of the car were two moveable flaps which
>were connected to the rear suspension via bell-cranks and rods. As the
>suspension unloaded on either side, the flap would be cranked up to
>produce the desired down force on each side.                             

The initial 917 also had movable front cheek vanes that were controlled 
by input from the front suspension.  However, I don't think the 917 ever
raced anywhere with non-fixed cheek vanes.

>As a result of FIA's ban on moveable aerodynamic devices in early 1969
>the flaps were made non-moveable for the 69 LeMans. This upset the
>aerodynamics of the 917 Long and Short tails considerably. One effect
>of this was the death of English privateer John Woolfe when his 917
>went out of control as the rear wheels lost contact with the ground
>I believe at the end of the Mulsanne during the opening laps.

The officals tried to ban the movable rear elevons (movable flap part
of the wing) at LeMans in '69.  Porsche argued that the car had been
developed with the elevons and threatened to withdraw it four 917s
from the race.  Rolf Stommelen displayed the car for the officals with
the elevons disabled which proved the car to be totally unsafe.  So
the officals let the Porsches race with movable elevons, stating the
reason was because the car had been homologated with them.

But even with the working flaps, the car was nearly undriveable.  John
Woolfe was not a driver with alot of experience, took on a beast of a
car and lost.  Earlier in practice, his original teammate withdrew from
the event after brushing the wall after two laps.

Dan Jones
From: agwiii@fang.att.com (Grayson Walker (660-7949)(12/92))
Newsgroups: rec.autos.sport
Subject: Re: More Sauber Tests at Barcelona
Date: 10 Nov 92 14:06:17 GMT
Organization: AT&T Tax Systems Development, Maitland FL

Toby Vaughn Padfield and Dan Jones wrote:
>>>> Therefore, I would like to say that the F3000 Reynard is a better car
>>>> than the F1 Ferrari.
>>>
>>Granted, the Ferrari isn't a good F1 car, and the Reynard is a good F3000
>>car, but the bottom line is lap times.  I think most drivers would prefer
>>a Ferrari F1 car over a Reynard F3000 car.  And my statement makes a bit 
>>more sense in its original context.
>
>	I agree with Dan on this one. It is obvious that the F192 was not a bad
>car, it just took a long time to find out its handling characteristics. Remem-
>ber that the F192 was designed by Steve Nichols who left before the season even
>started. Therefore, it doesn't come as a surprise to me that it took so long to
>get teh car dialed in. But, it is equally obvious that the engine lacked consid
>erable power. In the Japanese GP, Larini and Alesi were the two slowest cars
>there.
>	However, the slowest F1 car is FAR better than the fastest F300 car. It
>TOBY...

To suggest a different metaphor, it is like comparing apples and orangutans.
The only thing I'm not sure of is whether the F192s problems included a lack
of power.  If the aerodynamics were terrible, it would mask power.  Alesi has
turned in some good times, but as I recall they had taken off a lot of wing
to get him to a competitive level.  I think the 1993 season will be a major
watershed for Ferrari.  If the combination of Luca, Niki, Doc and Gerry can`t
get competitive, we may see the end of the team, or at least the end of the
team as we've known it since 1947.  I hope not, but change is the only
constant.
-- 
Grayson Walker                                           CHC, Maitland, Florida 
Forza!                                            Internet: agwiii@fang.att.com
Voice: 407 660 7949               ". . . big brown river . . ." Tuli Kupferberg
Newsgroups: rec.autos.sport
From: thomas@datamark.co.nz (Thomas Beagle)
Subject: Re: Senna's an ass!
Date: Wed, 11 Nov 1992 03:03:09 GMT
Organization: Datamark International Ltd.

In article <BxGK7q.8vE@apollo.hp.com> johnf@apollo.hp.com (John Francis) writes:
>In article <1992Nov9.142713.8903@neptune.inf.ethz.ch> marti@nugget.inf.ethz.ch (Robert Marti) writes:
>>The way I see it, there are two possibilities:
>>1) Senna punted Mansell off on purpose.  Considering Senna's track
>>   record, I have to agree with Dan that this is (unfortunately)
>>   a very real possibility.
>
>As soon as I saw the accident I just *knew* there were going to be
>postings to the net accusing Senna of deliberately crashing into
>Mansell.  I see my faith in my fellow netters is justified :-)

I see we had a similar reaction!

What I want to ask these people is, "Why would Senna want to trash his
own car by punting Mansell off?"

-- 
    Thomas Beagle | thomas@datamark.co.nz           Work: 64 4 233 8186
Datamark Intl Ltd | thomas@cavebbs.welly.gen.nz     Home: 64 4 499 3832
 Technical Writer |   Be kind to me, I think I'm suffering from angst.
From: mjackson.wbst147@xerox.com (Mark Jackson)
Subject: Fiorano specials (was: Schumacher for 1993 champion?)
Reply-To: mjackson.wbst147@xerox.com
Organization: Xerox Corporation, Webster NY
Date: Thu, 12 Nov 1992 22:00:27 GMT

In article 24127@tc.cornell.edu, olin@vger.cheme.cornell.edu (Steve
Thompson) writes:

> In article <BxMCCy.653@watserv1.uwaterloo.ca>,
dp54@mc4adm.UWaterloo.ca (Rob Silcher) writes:

> >Hey, I wan't to know - are those '92 spec tires or '93?

> Nah - those are "Fiorano specials".

This reminds me - /On Track/ alleged that the unusually strong
qualifying performance by Alesi (3rd, less than 0.4 seconds off the
pole) at Monza was widely believed to have been aided by some illegal
condition.  Speculation centered on an illicit fuel brew from Agip or a
leftover set of qualifying tires from 1991.  I haven't seen any
discussion of this in r.a.s. - was this only reported in /On Track/?

---
*Qualifying position of the better-placed Ferrari in 1992, by race:

---
Mark <MJackson.Wbst147@Xerox.COM>

  Power tends to corrupt and absolute power corrupts absolutely.
		- Lord Acton, who is almost always misquoted


Newsgroups: rec.autos.sport
From: wlay@mentor.cc.purdue.edu (Radio 90.1 FM WLAY Tarkington Hall)
Subject: Re: Petty's numbers
Organization: Purdue University Computing Center
Date: Thu, 12 Nov 1992 19:48:30 GMT

In article <1992Nov12.160950.30282@ns1.cc.lehigh.edu> jth4@ns1.cc.lehigh.edu (JON T. HUTCHINSON) writes:
>With all I've been reading about the Petty's family race car numbers was it
>just lucky that Kyle got to race #42 Mellow Yellow because I an old race car
>(matchbox), It was the 42 Mellow Yellow exactly like Kyle's but it was being
>drive by Bobby Hillin. I thought because Richard drove #43 and his uncle (I
>believe) drove #44 that Kyle wanted #42.
>-- 

To my knowledge, no Petty drove #44.  However, Richard's dad, Lee Petty drove 
car #42 in his racing days.  In fact, I believe that's how Kyle was able to 
get the number 42 for his cars.

A few words about Atlanta:

Wouldn't it be nice to see Dale and the #3 send Kirk Shelmerdine off in style 
with a VICTORY!!!

On the Winston Cup:

	GO #7 HOOTERS!!!!

Ron

                           wlay@mentor.cc.purdue.edu 
                             -=-=-=-=-=-=-=-=-=-=-
 90.1 FM  WLAY  Tarkington Hall -=- "West Lafayette's Get Lucky Radio Station."
From: dafuller@sequent.com (David Fuller)
Newsgroups: rec.autos.sport
Subject: Re: Corvette Turbos:  if ya hafta ask ...
Date: 9 Nov 92 23:37:51 GMT
Article-I.D.: sequent.1992Nov9.233751.8332
Organization: Sequent Computer Systems, Inc.

In article <1992Nov7.230620.11670@tamsun.tamu.edu> pmh2962@tamsun.tamu.edu (Pat Hayes) writes:
>Christopher writes:
>>	Do Corvette's come with a Turbo option? Can I get a turbo
>>on a Vette?
>---
> ... you don't deserve one.
>
>-- 
><<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>Pat Hayes, Meteorology, Texas A&M University...<whoop!>...phayes@tamu.edu 
>O&M 1008, TAMU, CS, TX 77843-3150....days:(409)845-1680 fax:(409)845-6331 


I think Callaway stopped making turbos recently (I believe I read an article
in AutoWeek that stated this).  But they do come on the used market from time
to time.  I have a hard time believing that anyone could actually use one up
considering how little they really COULD use one, particularly on the east
coast.
-- 
Dave Fuller		 	All opinions expressed are my own and not
Sequent Computer Systems	those of Sequent Computer Systems, Inc.
dafuller@sequent.com
Newsgroups: rec.autos.sport
From: csroach@eng.clemson.edu (Shane Roach)
Subject: Mansell's Foot Surgery--Anyone???
Organization: Clemson University
Date: Wed, 11 Nov 1992 22:09:26 GMT

I just remembered something I noticed in the newspaper this weekend in the
all-too-rare F1 article.  I don't recall the exact wording, but when asked
what he'd be doing before starting testing with Newman-Haas, he said he was
going to have some minor foot operation, then play golf with neighbor Greg
Norman.  That struck me as a bit odd, as I hadn't heard anything about this,
either here on the net or anywhere else.  Anybody know what the deal is?


Shane Roach
csroach@eng.clemson.edu





Newsgroups: rec.autos.sport