HDTenEightyP/NetNews huggingface dataset:
From: D.F.White@lut.ac.uk
Newsgroups: rec.autos.sport
Subject: Re:Woolfe crash at Le Mans
Date: 11 Nov 92 10:56:21 GMT
Reply-To: D.F.White@lut.ac.uk (Dave White)
Organization: Loughborough University, UK.

>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.

John Woolfe started the race without his seatbelts fastened and with the 
door still open as was the fashion at that time. This led to the ban of
the classic Le Mans start where the drivers ran to their cars. He crashed
in the left hand ditch at White house corner (not now part of the circuit)
The car exploded in a ball of flame clearly visible from the pit straight.
It was the first lap and he was attempting to be first round according to
the newspaper reports at that time. The reason for his accident can only
be surmised under such circumstances , however it no doubt gave weight
to the arguments of the safety lobby. From the skid marks on the road he
appeared to go straight in without spinning.
Newsgroups: rec.autos.sport
From: koopman@fys.ruu.nl (Rob Koopman)
Subject: Autosprint 43 & 44
Summary: Summary of AS 43 & 44
Keywords: Nannini, Ferrarnard
Organization: Physics Department, University of Utrecht, The Netherlands
Date: Mon, 9 Nov 1992 20:12:41 GMT

Two issues and only half the usual time, what a pity that I am not a
stenographer.

AS43: Two years and two days after his accident Nannini does 30 laps in
an F92AT. After convinving Paola, he does another 8 laps. Helmet (920grams) 
and steering wheel were one-offs prduced for this occasion. 
Best time (having never seen Fiorano) 1'06"63.  Briatore:"Alex can test
a Benneton whenever he wants do, however he does not fit in our racing
plans. Minardi: "yes, I'm one of those idiots that dare to bet on
Sandro, he'll need power steering and a semi-automatic transmission. As
soon as we have the latter, we'll let him do a test, and we'll help him
to reach his limits. F1 is extremely difficult, but we're both mad, so
you never know".               

Alex himself:"My problem is finding a team that can built me a test car
with very direct power-steering, and a semi-automatic gearbox. In the
slow right hander I lost 1"8 and in the left hander 0"8 according to the
telemetry. Since my wrist will never recover completely, I'll need power-
steering, like I have in my SuperTurismo Alfa. In addition, my physical
condition is still not up to F1 standards"

FerrARNARD: Bardnard continues to push Postlethwaite aside, in '93 he
will no longer lead the race team. Also, Harvey no longer supervises
Ryton's interim project. [I'll go straight to AS44 to continue this
subject:]. John was displeased with Harvey's influence on the 644bis
design and has told Ryton to start all over again[!!]. The interim car
will not be ready before january and since John shifts his attention to
this car, the 645 will not be raced in '93. John has shelved Lombardi's
desmo and has outlined the profile of a new DP engine (number of
cylinders: 12, but Lombardi and Masai had to work hard for this).
De Silvestri has been put o work on a sequential gearbox to replace the
current unit. 
In the mean time Barnard is gathering his old friends, after Ryton he
hopes to get Coughlan [and thus also Andy Le Fleming?], Tim Wright, Pat
Fry and Ralph Hahn (returns to Ferrari engine dept). The Shalford base
has been strengthend with engineers from Maranello.

Nannini column: not very spectacular, he congratulates Patrese,
discusses De Cesaris and Larini's prformances and ....predicts a McLaren
victory in Adelaide[!!!].

The technical review is postponed 'till after AUS. They only mention
that Naspetti used a semi-automatic gearbox and they briefly discuss the
Active System of the F92A (longitudonal gbx).

Rob
Newsgroups: rec.autos.sport
Subject: Audi Quits GTCC (Was: BMW quits the GTCC)
Supersedes: <92315.101805KXN2@psuvm.psu.edu>
Organization: Penn State University
Date: Tue, 10 Nov 1992 11:11:32 EST
From: Karl Nordstrom <KXN2@psuvm.psu.edu>

cpalmer@dingo.rtp.dg.com () says                                               :
>
>Of course it was BMW who persisted in protesting the Audi cranks
>(which had been cleared in 2 or 3 prior protests) and eventually
>caused Audi to withdraw.

Could you explain what it was about the Audi' cranks the BMW protested?
Newsgroups: rec.autos.sport
From: danjones@pyrps5.eng.pyramid.com (Dan Jones)
Newsgroups: rec.autos.sport
Subject: Re: Re: F1 Stuff
Date: 13 Nov 92 06:30:02 GMT
Organization: Pyramid Technology Corporation, Mountain View

David Calwell writes:

>> The disadvantage over the
>>original wings used in Can-Am is that body mounted wings apply pressure
>>to the sprung weight of the car as opposed to applying it directly to
>>the suspension.
>>
>>Bob.
>
>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.

Putting the weight onto the unsprung part of the car was the idea of Jim Hall
after his experiences with the 2C and 2D with movable wings.  The 2C and 2D
had movable wings (at some races) mounted on the body (sprung part) causing
very unpredictable handling.

After that, all of Hall's cars, with movable wings, had their weight put upon
the hubs.  This was banned about '69.  Cars with fixed wings were banned from
putting the downforce on the unsprung part too.

Colin Chapman attempted to introduce the dual-chassis Lotus in the early '80s
but it didn't make it by the rules guys.

Dan Jones

Dan Jones
From: GR743@uacsc2.albany.edu (Greg Rickes)
Newsgroups: rec.autos.sport
Subject: Nemechek, Not Mansell/Senna opinion
Date: 9 Nov 92 13:16:35 GMT
Organization: University at Albany, Albany NY 12222

If you stopped here expecting more opinion on
Mansell v Senna, read no further. I could hardly
care less about the latest F1 soap opera.
 
Congratulations are in order for Joe Nemechek
who overcame no small amount of adversity to
win NASCAR's 1992 Busch Grand National series
title yesterday at Hickory NC.
 
Bobby Labonte did what he had to do, win the
race, to challenge for the crown, but Nemechek's
sixth place was enough for the Floridian to
hang onto a slim 3 point margin.
 
Nemechek and the Texas Pete Hot Sauce car were
well and truly beat up by the end of the 300
lap contest on the third of a milke track, being
involved in no fewere than four seperate incidents.
In spite of body damage on every corner of the car
he somehow managed to stay on the lead lap, got
a small break from NASCAR in being allowed to
use more tires than the usual allowance necessitated
by prospects of tires cut by body damage, well
coordinated time management work by his pit crew,
and some hard racing right at the end when he
needed to pick up a couple of positions to
protect his title aspirations.
 
Thanks to TNN for the TV coverage, which had only
a few flaws, which was more than I could say for their
sprint car effort later in the evening. I'm not
much of winged sprinter fan anyway, but the
coverage, and especially the lighting, did
little to captivate me, to the point where
I only watched the end of the feature because
I was expecting RaceDay. Other opinions ?
 
Greg Rickes
From: ecrjbruce@economics.adelaide.edu.au
Newsgroups: rec.autos.sport
Subject: Re: ABS ???????
Date: 6 Nov 92 00:46:55 ACST
Organization: Economics, University of Adelaide
NNTP-Posting-Host: eco.economics.adelaide.edu.au



> Wrong yet again.
> If you read Road and Track or most other mags that have done tests, they contradict
> what you are saying quite blatantly.
> The decent drivers outperformed the ABS systems in *all* conditions including dry
> tarmac.
> O.K.? This is fact. Sorry it contradicts your world-view.
> 



OK Matt, we've been having a discussion inprivate email about ABS etc and
physics and how you see the world view.

In one of your posts you claimed that the best starts are those with a tyre
slip of about 12%, because this gets the most power to the ground.  This seemed
absurd to me and I did some checking.  In fact I didn't have to go very far
because we have our F1 Grand Prix right here in little ol' Adelaide this
weekend, and naturallt the papers are covering it pretty intensely. 
Coincidentally one of the things they discussed with Williams is next years car
ad how it will be improved.  Williams claim that one of their major
improvements will be a "traction control" which will limit slip at the start to
a "fraction og 1 percent".  Guess this contradicts your "world view" and that
theory of yours.  Now if you cantell me Williams are going to spend millions
developing products to make their car less efficient at the start then I may
believe you, but given your taste for making statements backed up with
absolutly no facts I guess this also throws your somewhat questionable ABS
psoting into doubt as well.

regs

Rob

P.S. For those who are interested the weather forecast for the race is warm and
cloudy, no rain.  Estimated temp is about 20C.  As a side note for those of you
who saw last years race had it been held half an hour later the sun was shining
and all would have been perfect.  Guess thems the breaks.

Rob

> I've even been able to do it in a controlled test.
> 
> Matt
> 
> P.S. Of course I am not denying that someday it will do every bit as well, but its not yet.
> At least not in production cars.
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 06:25:53 GMT

u9259236@cc.uow.edu.au (Leslie Shing Chi Tong) writes:

>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.
sorry about the above,Nige was actually retired by electrical problems in
Canada last year(just received a mail from Dan Jones),
sorry if I've affended any Nige fans,I didn't really start watching F1
until this year
From: pete@minster.york.ac.uk
Newsgroups: rec.autos.sport
Subject: Re: F1 teams 1993 (was: More Sauber Tests at Barcelona)
Date: 13 Nov 92 12:10:27 GMT
Organization: Department of Computer Science, University of York, England

Chris Prael (chrisp@regenmeister.Sun.COM) wrote:
: From article <1992Nov10.154101.19083@spectrum.xerox.com>, by mjackson.wbst147@xerox.com (Mark Jackson):
:  
: > Question:  What *is* Brabham's status?  (/On Track/ reported a couple of
: > weeks back that Alan Randall had bought the team assets and was
: > planning on running Mexican F2 / F3 star Carlos Guerrero in 1993; there
: > was also talk of a possible engine deal with Isuzu.)
: 
: Much more interesting was the report (on ESPN) that Sir Jack is looking
: to reacquire the firm and set it back on its feet.  
: 
: Chris Prael

I was very worried when I first heard of the potential Randall takeover.
After all the bullshit over his attempt to run Jaguars in this years WSC --
perhaps if he did Mercedes might have stayed in and the series might have
survived another year -- I tend to take Randall's statements about running
teams with more than a pinch of salt...

I'm sure I'm over-reacting -- Randall claims that he was let down at the
last moment by the government of Dubai or some such story -- but I fear his
credibility has been dented somewhat. Then again compared to some recent
Brabham owners (Luhti comes to mind) I guess he's not too bad!

BTW, it looks like F1 will be back to full strength again next season -- 
yesterday's Autosport had an article on a new Spanish team, to use cars 
built by Simtek. At least there are people who, despite the current state of
the sport, are _trying_ to get teams together. That's encouraging, even in
the behaviour of some of the ``stars'' is becoming ever more petulant and
childish...

Pete
--
*Peter Fenelon -- Research Associate -- Software Safety Assessment Procedures*
Dept. of Computer Science, University of York, York, Y01 5DD (+44/0)904 433388
EMAIL: pete@minster.york.ac.uk `There's no room for enigmas in built up areas'
Newsgroups: rec.autos.sport
From: mjackson.wbst147@xerox.com (Mark Jackson)
Subject: Re: F1: Escuderia Bravo F1 Espana launched
Reply-To: mjackson.wbst147@xerox.com
Organization: Xerox Corporation, Webster NY
Date: Thu, 12 Nov 1992 12:47:11 GMT

Interesting, although it would be difficult to be optimistic.

Any information on engines?

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

  Power tends to corrupt and absolute power corrupts absolutely.
		- Lord Acton, who is almost always misquoted
From: Kenneth_Ferguson@rand.org (Ken Ferguson)
Newsgroups: rec.autos.sport
Subject: Re: new site blues
Date: 12 Nov 92 14:19:42 GMT
Organization: RAND
X-UserAgent: Nuntius v1.1a2





    You wouldn't be any relation to THE SLIDIN STEVE SCOTT of AMA fame
would you? If so you are far from being forgotten in SO. CAL.




       Ken Ferguson  AMA Class C Pro
\
Newsgroups: rec.autos.sport
From: bull@procyon.tuc.noao.edu (Frank Bull/Gemini 8m)
Subject: Re: BMW quits the GTCC
Reply-To: bull@procyon.tuc.noao.edu (Frank Bull/Gemini 8m)
Organization: National Optical Astronomy Observatories
Date: Thu, 5 Nov 1992 21:07:14 GMT

>In article <184133@pyramid.pyramid.com> danjones@pyrps5.eng.pyramid.com (Dan >Jones) writes:
>The BTCC regulations are basically for four-door saloons over 4.2 m long,
>with a 8500 rpm rev limiter.  Unfortunately theres also a 2 litre capacity
>limit so you'd have to get a nice big hacksaw and convert a 454 into a V2 !
>You could probably also use it for a motorbike engine.
>                        Andrew  Henry
>Sempre  Gilles                                  bspahh@gdr.bath.ac.uk

Didn't Pontiac do something similar in 196[01] with the 4 cylinder Tempest.
Took a 389ci v8 and cut it length-wise and made an inline slant 4.
-- 
Frank Bull     (602) 325-9208           |Internet: bull@noao.edu
Gemini 8 Meter Telescopes Project       |CompuServe 75270,1166
PO Box 26732 Tucson, Arizona 85726      |Home sys: noao.tuc.edu!bull%pyrrus.uucp
From: warren@quay.ie
Newsgroups: rec.autos.sport
Subject: Australian GP First Qualifying Times
Date: 6 Nov 92 11:11:10 GMT
Organization: Quay Financial Software

Here they are, hot off the the newswire:

 1. NIGEL MANSELL (BRITAIN) WILLIAMS ONE MINUTE 13.732 SECONDS
 2. AYRTON SENNA (BRAZIL) MCLAREN 1 14.202                    
 3. RICCARDO PATRESE (ITALY) WILLIAMS 1 14.370                
 4. GERHARD BERGER (AUSTRIA) MCLAREN 1 15.114                 
 5. MICHAEL SCHUMACHER (GERMANY) BENNETTON 1 15.210           
 6. JEAN ALESI (FRANCE) FERRARI 1 16.091                      
 7. ANDREA DE CESARIS (ITALY) TYRRELL 1 16.440                
 8. MARTIN BRUNDLE (BRITAIN) BENETTON 1 16.562                
 9. ERIK COMAS (FRANCE) LIGIER 1:16.727            
 10. MIKA HAKKINEN (FINLAND) LOTUS 1 16.863        
 11. MICHELE ALBORETO (ITALY) FOOTWORK 1 16.937    
 12. JOHNNY HERBERT (BRITAIN) LOTUS 1 16.944       
 13. OLIVIER GROUILLARD (FRANCE) TYRRELL 1 17.037  
 14. PIERLUIGI MARTINI (ITALY) DALLARA 1 17.047    
 15. STEFANO MODENDA (ITALY) JORDAN 1 17.231       
 16. GIANNI MORBIDELLI (ITALY) MINARDI 1 17.333    
 17. CHRISTIAN FITTIPALDI (BRAZIL) MINARDI 1 17.367
 18. AGURI SUZUKI (JAPAN) FOOTWORK 1 17.409        
 19. NICOLA LARINI (ITALY) FERRARI 1 17.465        
 20. MAURICIO GUGELMIN (BRAZIL) JORDAN 1:17.805            
 21. BERTRAND GACHOT (FRANCE) VENTURI 1 17.808             
 22. THIERRY BOUTSEN (BELGIUM) LIGIER 1 17.957             
 23. J.J. LEHTO (FINLAND) DALLARA 1 18.565                 
 24. UKYO KATAYAMA (JAPAN) 1.18.862                        
 26. JAN LAMMERS (NETHERLANDS) MARCH (DID NOT COMPLETE LAP)
 27. EMANUEL NASPETTI (ITALY) MARCH (DID NOT COMPLETE LAP) 

			Warren McAllister, Quay Financial Software, Dublin
Newsgroups: rec.autos.sport
From: ecrjbruce@economics.adelaide.edu.au
Newsgroups: rec.autos.sport
Subject: Adelaide, Patrese's car
Date: 13 Nov 92 17:30:38 ACST
Organization: Economics, University of Adelaide
NNTP-Posting-Host: eco.economics.adelaide.edu.au

> On another note,  how long did Riccardo's car sit there after it stopped?
> I was surprised they left it there just off the racing line for so long. I
> also thought they passed a rule that cars with electronic gearboxes had to
> have an override to put it into neutral for situations like that.

According to GP TV (broadcast only around the circuit) a Williams mechanic had
to go and show the marshals how to disengage the thing.  Also it was in the
worst conceivable position to get a crane in, and as you saw was rather
inaccessible for a towtruck due to the positioning on the circuit.

regs

Rob
Newsgroups: rec.autos.sport
From: shaman@cix.compulink.co.uk (Leo Smith)
Subject: Re: F1 Stuff
Reply-To: shaman@cix.compulink.co.uk
Date: Wed, 11 Nov 1992 23:57:00 +0000

dafuller@sequent.com (David Fuller) writes..

>Of course it's out of hand.  That's the point.  It'll only stop when drivers
>can no longer maintain consciousness during braking or die of blunt force
>injury in a corner.  Anyone want to take bets when this happens?

No bets. Judging by Adelaide it already has happened :-)

-- 
Dave Fuller                     All opinions expressed are my own and not
Sequent Computer Systems        those of Sequent Computer Systems, Inc.
dafuller@sequent.com
From: chrisp@regenmeister.Sun.COM (Chris Prael)
Newsgroups: rec.autos.sport
Subject: Re: F1 teams 1993 (was: More Sauber Tests at Barcelona)
Date: 11 Nov 1992 19:44:31 GMT
Organization: Sun Microsystems Inc., Mountain View, CA
NNTP-Posting-Host: regenmeister

From article <1992Nov10.154101.19083@spectrum.xerox.com>, by mjackson.wbst147@xerox.com (Mark Jackson):
 
> Question:  What *is* Brabham's status?  (/On Track/ reported a couple of
> weeks back that Alan Randall had bought the team assets and was
> planning on running Mexican F2 / F3 star Carlos Guerrero in 1993; there
> was also talk of a possible engine deal with Isuzu.)

Much more interesting was the report (on ESPN) that Sir Jack is looking
to reacquire the firm and set it back on its feet.  

Chris Prael
Newsgroups: rec.autos.sport
From: winalski@adserv.enet.dec.com (Paul S. Winalski)
Subject: Re: F1 Stuff
Reply-To: winalski@adserv.enet.dec.com (Paul S. Winalski)
Organization: Digital Equipment Corporation, Nashua NH
Date: Wed, 11 Nov 1992 03:20:38 GMT


In article <lg027lINNqnr@exodus.Eng.Sun.COM>,
chrisp@regenmeister.Sun.COM (Chris Prael) writes:
|>
[regarding article <9211091252.AA07676@client47.comlab.ox.ac.uk>,
by Alan.Crowder@prg.oxford.ac.uk, asserting that Williams has a car with
hydraulically activated adjustable wings]
|>
|>Just one small problem.  The rules prohibit, as they have for 23 years
|>now, moving or movable aerodynamic devices (meaning wings!).

And with good reason.  in 1968 and early 1969, there were no restrictions on
wings.  There were some horrific crashes due to wing struts collapsing and
adjustable wings sticking in the wrong position.  Wings were banned effective
the third race in the 1969 F1 season.  Smaller wings, not adjustable and firmly
attached to the bodywork of the car, were readmitted later in the season, and
such wings have been allowed ever since.  Wings must be fixed, and there are
lots of restrictions on their size, position, and method of attachment to the
car.

--PSW
Newsgroups: rec.autos.sport
From: d.calwell@trl.oz.au (David Calwell)
Subject: Re: Re: F1 Stuff
Organization: Telecom Research Labs.
Date: Fri, 13 Nov 1992 02:19:57 GMT

In article <78560024@teecs.UUCP> smithr@teecs.UUCP (Robert Smith) writes:

> The disadvantage over the
>original wings used in Can-Am is that body mounted wings apply pressure
>to the sprung weight of the car as opposed to applying it directly to
>the suspension.
>
>Bob.

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.

Dave
Newsgroups: rec.autos.sport
Subject: testing
From: zong@huey.cs.huji.ac.il (Yaniv Azriel)
Date: 8 Nov 1992 08:05:21 GMT
Distribution: world
Organization: The Hebrew U. of Jerusalem, Computer Science Dep.
NNTP-Posting-Host: huey.cs.huji.ac.il

testing
From: ah335@cleveland.Freenet.Edu (Richard Banks)
Newsgroups: rec.autos.sport
Subject: Re: More Sauber Tests at Barcelona
Date: 5 Nov 1992 19:36:33 GMT
Organization: Case Western Reserve University, Cleveland, OH (USA)
Reply-To: ah335@cleveland.Freenet.Edu (Richard Banks)
NNTP-Posting-Host: slc4.ins.cwru.edu


In a previous article, marti@inf.ethz.ch (Robert Marti) says:

>Last week, Wendlinger clocked 1:21.51 at Barcelona.  Today's daily
>newspaper says that Karl Wendlinger, driving the Sauber-Ilmor,
>clocked a new best of 1:20.04 at Barcelona.  Nigel Mansell's pole
>time at the GP in May was 1:20.19.
>


Doesn't Barcelona have a long straight?
Wasn't he using 93 tires?

Makes sense to me.
Newsgroups: rec.autos.sport
From: marti@inf.ethz.ch (Robert Marti)
Subject: Re: Sauber Test at Barcelona
Organization: Dept. Informatik, Swiss Federal Institute of Technology (ETH), Zurich, CH
Date: Thu, 5 Nov 1992 06:05:43 GMT

In article <1d9jinINNme7@usenet.INS.CWRU.Edu> ah335@cleveland.Freenet.Edu
(Richard Banks) writes:
>In a previous article, marti@nugget.inf.ethz.ch (Robert Marti) says:
>Why would Mercedes, ahh, Sauber call their F1 car the C12 when
>their 1991 WSC car was named the C12?

I didn't sya this.  I said the 1990 WSC car was dubbed C11.  As for the
1991 WSC car, it's designation was C291.  The designation of the 1992
WSC car -- which never competed in a race -- was C292.

The designation of the F1 car is C12.

-- 
Robert Marti                        Phone:    +41 1 254 72 60
Institut fur Informationssysteme
ETH-Zentrum                         Internet: marti@inf.ethz.ch
CH-8092 Zurich, Switzerland         UUCP:     ...uunet!mcvax!ethz!marti
From: pete@minster.york.ac.uk
Newsgroups: rec.autos.sport
Subject: Re: Senna and braking
Date: 12 Nov 92 13:03:04 GMT
Organization: Department of Computer Science, University of York, England

Lady Lodge Systems (lls@kings.demon.co.uk) wrote:
: 
: It might be worth bearing in mind the consistent failure mode of the
: Williams Renault's this year. Patrese stopped with engine failure, Mansell
: was going a lot slower than Senna expected - Does this add up?

It's obvious that the switch from ``jungle juice'' fuels to more reasonable
substances hit Renault harder than they were willing to admit. The
reliability of their engines fell through the floor after the switch,
relatively speaking -- Renaults used to be even more reliable than Hondas
when everyone ran on witches' brews.

pete
--
*Peter Fenelon -- Research Associate -- Software Safety Assessment Procedures*
Dept. of Computer Science, University of York, York, Y01 5DD (+44/0)904 433388
EMAIL: pete@minster.york.ac.uk `There's no room for enigmas in built up areas'
From: Alan.Crowder@prg.oxford.ac.uk
Newsgroups: rec.autos.sport
Subject: Fi
Date: 6 Nov 92 14:18:31 GMT
X-Mailer: mail-news 2.0.3



Will all you eager beavers out there who post times for such things
as practice put the word SPOILER in the header and not just let them
roll up the screen. Some of us dont want to know till we watch the
practice on video when we get home.

TWIT.

AL
Newsgroups: rec.autos.sport