HDTenEightyP/NetNews huggingface dataset:
From: tomh@wes.on.ca (Tom Haapanen)
Subject: Newman-Haas driver rumours (was: McLaren to use BMW V-10)
Organization: Waterloo Engineering Software
Date: Sun, 13 Sep 1992 23:06:17 GMT

> norm goldberg writes:
>>     As well, Carl Haas was asked if he had a replacement for Micheal A.
>> Yet and he responded by saying the deal is done it just needs to be put on
>> paper.When asked who it was,he said ....." He ain't from this part of the
>> world.." When the reporteer asked hime if he was from F1, Carl said
>> ...."you can call him a rookie,but he ain't no rookie.." Followed by a big
>> smile and a bite on his cigar.

danjones@pyrps5.eng.pyramid.com (Dan Jones) writes:
> Warwick or Brundle?  No, not Senna!  Keke.

You know, this originally gave me a big grin ... but then I thought about it
a bit more, and it wasn't so ludicrous after all.  Keke still wants to race,
and he's less than thrilled about the DTM.

So that put it into the "realistic" category -- now the clincher (from my
brother in Finland):  Paul Newman visited Keke in Finland twice last year to
talk to him about IndyCars.  So not only might Keke be interested in Indy-
Cars, Haas and Newman might be interested in him, too...

It'd be interesting, for sure...  :)

[ \tom haapanen    "i don't even know what street canada is on" -- al capone ]
[ tomh@wes.on.ca                   "trust the programmer" -- ansi c standard ]
[ waterloo engineering software      "to thine own self be true" -- polonius ]
Newsgroups: rec.autos.sport
From: hallam@zeus02.desy.de (Phillip M. Hallam-Baker)
Subject: Re: Schumacher -- $1 million <NOT!; this year anyways>
Reply-To: hallam@zeus02.desy.de
Organization: DESY ZEUS Central Data Acquisition
Date: Sat, 12 Sep 1992 16:50:05 GMT

In article <1992Sep10.175213.15419@cunews.carleton.ca>,
marcink@alfred.carleton.ca (Marcin Kolbuszewski) writes:

|>In article <1992Sep10.162210.29702@tamsun.tamu.edu>
|>pmh2962@tamsun.tamu.edu (Patrick Michael Hayes) writes:
|>>Howdy!
|>>	Someone posted something (really?) about Schumacher being had for $1
|>mil or so.  The ESPN (Hobbs) guys mentioned at Spa his (MS) salary for
|>this year
|>>was around 200,000.  I think they said $$, but I'm not sure.
|>>	If he (and the brain trust that called the perfect timing for
|>pitstops)
|>>continues the good work exhibited in Belgium, no telling what he'll
|>make
|>>next year.

|>200,000 DM ( at this time it is "almost" $200,000 plus 5,000DM per point.

Plus the money for going on every chat show in the universe during the
close season!

Newsgroups: rec.autos.sport
From: marcink@alfred.carleton.ca (Marcin Kolbuszewski)
Subject: Re: Schumacher -- $1 million <NOT!; this year anyways>
Organization: Carleton University, Ottawa, Canada
Date: Thu, 10 Sep 1992 17:52:13 GMT

In article <1992Sep10.162210.29702@tamsun.tamu.edu> pmh2962@tamsun.tamu.edu (Patrick Michael Hayes) writes:
>Howdy!
>	Someone posted something (really?) about Schumacher being had for $1 mil or so.  The ESPN (Hobbs) guys mentioned at Spa his (MS) salary for this year
>was around 200,000.  I think they said $$, but I'm not sure.
>	If he (and the brain trust that called the perfect timing for pitstops)
>continues the good work exhibited in Belgium, no telling what he'll make
>next year.
>
>-- 
>---------------------------------------------------------------------------
>- Pat Hayes, Meteorology, TAMU <whoop!> " ... Aggie by the grace of God"  -
>- net: pmh@tamu.edu -or- O&M 1008, TAMU, CS, TX 77843-3150 (409)845-1680  -
>---------------------------------------------------------------------------

200,000 DM ( at this time it is "almost" $200,000 plus 5,000DM per point.

Marcin 
marcink@ccs.carleton.ca
From: skod@trenco.Eng.Sun.COM (Scott Griffith, Sun Lumpyware)
Newsgroups: rec.autos.sport
Subject: F1: Schumacher's gearbox technique
Date: 14 Sep 1992 18:29:00 GMT
Organization: Sun Microsystems Inc., Mountain View, CA
NNTP-Posting-Host: trenco
Keywords: Hey, let's talk about racing for a while, instead of politics.

One of the most enjoyable things about the coverage of Monza was the
extensive use of in-car shots, and the fact that the producers finally
managed to sync up the audio with the video for once (in the past,
it's been common to hear a Honda V12 screaming up through the box,
while _seeing_ a V8-powered Benetton under heavy braking for a corner-
confusing as hell).

Anyway, as a sometimes, part-time driver of open wheeled cars, I got a
huge kick out of listening to Schumacher on the in-car as he
downshifted for corners. Rather than blipping the throttle and running
down the box (e.g., <blip> 6-5, <blip> 5-4, etc.), it appeared to me
as if he simply does a MAMMOTH blip (right up against the rev-limiter-
the RL indicator light comes on on the dash!), and pulls against the
lever until... WHAM he has the gear. And he did this all race long- he
didn't just start at the end, when you would expect his brake pedal to
be getting a bit long, and his technique to suffer maybe a bit.

It was amusing as hell to listen to the motor scream right up against
the rev limiter for a half a second or so, until his all-at-once 6-3
downshift dropped in for Ascari, or the Curva Grande. All I can say is
that it's a good thing that the HB is a tough little package, and I'm
_very_ glad that I'm not the Benetton gearbox specialist. Very happy
indeed! There are shock loads in that driveline like you read about-
every metallurgist's nightmare. I forget whose gearbox guts the
Benettons are using in their own cases, but they must be Godlike
engineers to come up with something that will take that kind of abuse.

And to think that I thought that manhandling the Hewland in the FF and
F2000 cars I've driven took _finesse_. I musta been doing it _all
wrong_. Wonder what James Young Stewart would think of that?

-skod

--
Scott Griffith, Sun Microsystems Lumpyware
expatriate SCCA New England Region Flagging/Communications worker
(and sometimes driver, of anything that turns both right and left,
and can pass tech...) Return Path : skod@trenco.Eng.Sun.COM
From: danjones@pyrps5.eng.pyramid.com (Dan Jones)
Newsgroups: rec.autos.sport
Subject: Re: F1: #1 for 93??
Date: 16 Sep 92 00:36:52 GMT
Organization: Pyramid Technology Corporation, Mountain View

Dave Burden writes:

>I don't have all the details, but before the #1 went with the WDC,
>the team that won the makes championship got to use #1 and #2 the
>following year.  The rest of the pairs of numbers were given out in the
>order of team finishes as well.  Tyrrell has #3 and #4 because the last
>year that rule was in effect, they were 2nd in the constructors race.
>
>I think they switched to the WDC carrying the number (and all other
>teams staying the same except the team that loses #1 & #2) somewhere in
>the early 70's.
>
>Lauda moved from Ferrari to Brabham and Prost moved from McLaren to
>Ferrari, both bringing the #1 and #2 to their new teams.  Rindt
>died in '70 before they made the switch.  Stewart retired around the
>time the switch was made, but this could be the first time, under
>the 'new' rules, that the WDC has not raced the following year.
>

We had a similar discussion in August, but I don't recall that we came to
any conclussion.  The current numbering system began in '74.  Fittipaldi
carried #1 most of the time in '73 (teams didn't always run the same
numbers during the entire season).  Stewart won the championship in '73
but then retired.  For '74, they ordered the cars as they finished in
the Constructors championship.  Lotus won that, so they got 1 and 2. 
Tyrrell finished 2nd, so they got 3 and 4.  McLaren finished 3rd and
so they got 5 and 6.  And so on.  Ronnie Peterson drove the #1 Lotus
during the '74 season and since then, the defending driving champion
has carried the #1.

>My guess would be that, if Mansell does not race next year, Williams
>will get #1 and #2 for their cars.

I say you are correct, but there will also be a wholesale swap of
numbers for the rest of the teams as they did in '74.  Just a guess
of course.  So if the constructors standings finish up as they stood
after Germany we have:

	1,2	Williams
	3,4	Benetton
	5,6	McLaren
	7,8	Ferrari
	9,10	Lotus
	11,12	Footwork
		etc

So this would put Prost in #1 and the Tyrrells would lose the 3 and 4
for the first time since '74.

And why not a trivia question why we're at it.  As I said, Fittipaldi
didn't always run #1 during the '73 season.  Name the driver who raced
in a race with Fittipaldi that ran a number lower than Fittipaldi's.

Dan Jones
Newsgroups: rec.autos.sport
From: esprit@netcom.com (Alan F. Perry)
Subject: Re: Monza race - here lie SPOILERS !!!
Date: Mon, 14 Sep 92 15:46:21 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest) 

eliot@lanmola.engr.washington.edu (eliot) writes:
>Senna's post race interview was also good sober stuff.  My respect for
>him is climbing.  Seems like Prost is the villain for '93, but I'd still
>like to see him back in winning form.

Oh, what a tease!  Can you tell us ESPN viewers what Senna said?

alan

Newsgroups: rec.autos.sport
From: burden_d@oass.enet.dec.com ()
Subject: Re: F1: #1 for 93??
Reply-To: burden_d@oass.enet.dec.com ()
Organization: Digital Equipment Corporation
Date: Tue, 15 Sep 1992 17:21:54 GMT


I don't have all the details, but before the #1 went with the WDC,
the team that won the makes championship got to use #1 and #2 the
following year.  The rest of the pairs of numbers were given out in the
order of team finishes as well.  Tyrrell has #3 and #4 because the last
year that rule was in effect, they were 2nd in the constructors race.

I think they switched to the WDC carrying the number (and all other
teams staying the same except the team that loses #1 & #2) somewhere in
the early 70's.

Lauda moved from Ferrari to Brabham and Prost moved from McLaren to
Ferrari, both bringing the #1 and #2 to their new teams.  Rindt
died in '70 before they made the switch.  Stewart retired around the
time the switch was made, but this could be the first time, under
the 'new' rules, that the WDC has not raced the following year.

My guess would be that, if Mansell does not race next year, Williams
will get #1 and #2 for their cars.

--
Dave Burden                                      ______--------___
Digital Equip Corp - Alpharetta, GA             /|             / |
                                     o___________|_\__________/__|
burden_d@oass.enet.dec.com          ]|___     |   |=  ||  =|___  |"
                                    //   \\   |   |___||_///   \\|"
                                    |  X  |\-------------/|  X  |\"
                                     \___/ 1924 Studebaker \___/
					Special 6 Touring Car
From: burden_d@oass.enet.dec.com
Newsgroups: rec.autos.sport
Subject: F1: Budpest and Spa results request
Date: 9 Sep 92 17:47:03 GMT
Reply-To: burden_d@oass.enet.dec.com ()
Organization: Digital Equipment Corporation


could someone please post or send me the complete list of
results from Budapest and Spa?

Thanks
--
Dave Burden                                      ______--------___
Digital Equip Corp - Alpharetta, GA             /|             / |
                                     o___________|_\__________/__|
burden_d@oass.enet.dec.com          ]|___     |   |=  ||  =|___  |"
                                    //   \\   |   |___||_///   \\|"
                                    |  X  |\-------------/|  X  |\"
                                     \___/ 1924 Studebaker \___/
					Special 6 Touring Car
Newsgroups: rec.autos.sport
From: welty@cabot.balltown.cma.COM (richard welty)
Subject: Re: Indy and "rookies" [was Re: M. Andretti, what a deal for Mclaren!!]
Organization: New York State Institute for Sebastian Cabot Studies
Date: Sat, 12 Sep 1992 17:52:41 GMT

In article <1992Sep11.132215.16700@fang.att.com> agwiii@fang.att.com (Grayson Walker (660-7949)(12/92)) writes:
>This was once the case in F1. The rules changed and the foot box was 
>both relocated and strengthened. Additionally, carbon fiber tubs are 
>*MUCH* stronger (and unfortunately, expensive) than the tubs used at
>Indy.

ummm.  the rules have changed at Indy, too, quite a lot.  let us instead
agree that indy presents special safety problems, and recognize that
F1 solutions are not sufficient there.  in particular, carbon fiber
tubs are not liked by indycar designers because they would appear to
not take multiple impacts well.

footboxes hve been relocated and strengthened in Indy cars, and will
be again for 1993.

so don't claim that F1 takes safety more seriously than Indycars;
instead realize that high speed ovals are very dangerous.

>Due in part to the efforts of J.Stewart and N.Lauda, the tracks also
>changed. Compare the effectiveness of these new gravel pits to the
>grass run-offs at, for example, Watkins Glen. 

umm, all that blue armco at watkins glen is jackie stewart's fault.

>What *IS* needed are some changes to improve the safety of the drivers
>at Indy. Indy's strength lies in its age. Indy's greatest liability is
>also the age of the track and need for updating. Let's just hope that
>no more drivers are seriously injured because of inadequate or out of
>date rules and/or engineering.

you're acting like nobody is doing anything about it.  goddamit, people
have been seriously concerned about Indycar safety for years.  i remember
the swede savage and salt walther accidents; they couldn't happen today
-- because people at indy have been continually concerned about safety.

gack,
  richard
-- 
richard welty                            518-393-7228
welty@cabot.balltown.cma.com
  ``if you can read this, mario, you're too close''
    -- bumper sticker seen on a CART safety truck
Newsgroups: rec.autos.sport
From: Cory Houston - mdstest1@bnrmerb.bnr.ca
Subject: Re: F1 Stuff
Organization: Northern Telecom, Ottawa, Ontario, Canada
Date: Tue, 15 Sep 1992 12:39:04 GMT

In article <9209150942.AA04290@client47.comlab.ox.ac.uk>
Alan.Crowder@prg.oxford.ac.uk writes:
 
>Only Renault, Elf and Canon are foreign sponsors and the Canon
>money comes from Holland, not from Japan.
>
>More when i know.
>
>Alan
>

Well, Alan, let us not forget that Labatts is a Canadian beer company, and if I
may say so myself, they have one of the best advertising spots - across the
drivers' chests in 7" letters. You see it in every post- or pre-race interview,
more often than not on the winners podium (much to my chagrin.) And, even
though they probably brew Labatts in England, it is still Canadian. Here in
Canada Labatts brews Budwieser beer, but that doesn't make it a Canadian
label!!!!!


Cory Houston
Northern Telecom Canada
Ottawa, Ontario, Canada
(613)763-9637
Newsgroups: rec.autos.sport
From: shaman@cix.compulink.co.uk (Leo Smith)
Subject: Re: I had an (F1) dream...
Reply-To: shaman@cix.compulink.co.uk
Date: Wed, 9 Sep 1992 09:02:00 +0000


my this has strayed from the original thread....:-)

bob@ncube.com (Bob Kehoe) writes..

[...]

>I think I read where one team (no names) might've offered Unser about
>1 million $$ for a one year contract. He basically told them to take
>a hike. The money's better at home right now. This may sound arrogant
>on his part, but he also mentioned the fact that he's most concerned
>about security with regards to insuring his kids are brought up with
>a proper education, etc. We've got to remember with all the pro
>drivers that racing is their CAREER (read means of employment). Hard
>for us to identify with, at least on the money issue, but....


Well exactly Bob. This is the difference between what we call
'racers' and 'professional career drivers'. Mansell sold everything
to get into formula 3 years ago. His total dedication to succeed
despite crippling accidents is what has taken HIM to the big money.

Senna (jokingly or not) has said he will race for free if he can get
a ride at Williams.

I would doubt that Prost is earning over $10M at Williams.

Racers want to race, and to win races. The money is secondary: Sure
they need it and they want it, and to some extent lots of it helps
them spend their time concentrating on racing. But ALL top F1 drivers
have really paid their dues, slogging it out in bad cars on low pay.
I think you yourself (and others here) have remarked that Indycar is
NOT the same as F1, and that the likes of Brundle and Piquet would
not necessarily be expected to excel in their first year of Indycar.

Well Nelson certainly didn't...So why should a top F1 team take on
for a multi-million dollar salary, a rookie who is going to take a
year to learn the cars,, the tracks, the politics, and the
personalities he needs to know about to WIN in F1.

If you can get a Schumacher for a million or so, and all the
experience of a Patrese for not much more - why bother?

If Indycar racers want to break into F1, unless they can bring
enormous sponsorship and engine deals to a (nearly good) team, I
think they will have to do it the same way as anyone else - the hard
way. Its called INVESTMENT over hear - paying your dues. If these
dudes _really_ felt they could crack it then they SHOUD race for $1M
- for one year, and if they ARE good enough they won't be racing for
that price the year after.....

:-)


-c'ball'-



Newsgroups: rec.autos.sport
From: 10702296@eng2.eng.monash.edu.au (DECLAN MC)
Subject: Jordan F1
Organization: Faculty of Engineering, Monash University 
Date: Fri, 11 Sep 1992 04:47:50 GMT

Can someone please tell me why Jordan dropped Ford engines and picked up 
Yamaha? This was their worst decision of '92.  With 3 new teams coming in 
next season and the car going as bad as it is, how are they going to compete?

Also, can someone explain to me why they are using a motorcycle type gearbox?
This has to be sheer lunacy! Did Yamaha have anything to do with this?

Finally, what a pity 7-UP don't sponsor Jordan any more,I could hardly pick 
them out all season.

Sorry about all the questions but I NEED some answers!






-----------------------------------------------------------------------------
From: dug@athena.cs.uga.edu (Douglas Brown)
Newsgroups: rec.autos.sport
Subject: Superchargers
Summary: Supercharged vehicles
Date: 8 Sep 92 16:13:36 GMT
Article-I.D.: athena.1992Sep8.161336.28973
Organization: University of Georgia, Athens

I've been hearing some about the new "supercharged vehicles."

Does anyone out there have any comments on these.  Are they good?  Are they
bad?  Compared with a turbo charger?  What does everyone think?

I know of the Ford Thunderbird SuperCoupe, Pontiac SSEI, Buick Park Avenue
Ultra, and a few more are supercharged.  Are there anymore?

dug
From: MJackson.Wbst147@XEROX.COM (Mark Jackson)
Newsgroups: rec.autos.sport
Subject: Re: F1 Trivia answers
Date: 8 Sep 92 21:32:44 GMT
Organization: Xerox Corporation, Webster NY

In article AA20151@yngvi.wbst147, I write:

> Going into the final race of 1950, Fagioli had 24 points (four 2nds).
> However his theoretical maximum was only 26 (8 + 3x6) as only four
> races could be counted.  Juan Manuel Fangio already had 26 points, and
> as he had three wins would have been champion on the "greatest number
> of wins" tiebreaker even in Fagioli's best-case outcome.

Dan Jones just pointed out to me that had Fagioli both won and set
fastest lap he would have totalled 27 points, enough to edge out
Fangio.  He's right, of course.

Mark <MJackson.Wbst147@Xerox.COM>
     Between 20 and 30 percent of the gross national product of the
     United States comes from high energy physics.
				- Senator Phil Gramm (R-TX)
From: ah335@cleveland.Freenet.Edu (Richard Banks)
Newsgroups: rec.autos.sport
Subject: F1 Predictions
Date: 12 Sep 1992 16:12:55 GMT
Organization: Case Western Reserve University, Cleveland, OH (USA)
Reply-To: ah335@cleveland.Freenet.Edu (Richard Banks)
NNTP-Posting-Host: slc10.ins.cwru.edu


Monza Finish:

1. Mansell
2. Senna
3. Schumacher
4. Patrese
5. Bousten
6. Hakkinen

2 Place Driver's Championship:
Schumacher

1992 World Driving Champion:
#5

1993 World Driving Champion:
Mr. Alain Prost

Question number 1:
I notice that new tires still have stickers on them when they put them on the
cars.  Does this result in any loss of grip?

Question number 2: How do drivers feel about not having total control
over a semi-automatic transmission?  What I mean is this, most semi-autos
are sequential gear selectors going up and down.  This means drivers
can't drop immediately to 2 from 6 while under braking for a tight turn.
From: esprit@netcom.com (Alan F. Perry)
Newsgroups: rec.autos.sport
Subject: Re: Andretti signs for McLaren
Date: 7 Sep 92 21:43:06 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

In article <18338@acorn.co.uk> apayton@acorn.co.uk (Andrew W Payton) writes:
>
> American Michael Andretti has signed to
> drive for the McLaren Formula One team 
> in the 1993 world championship.        

Quick!  Someone tell FISA.  They should be able to rejuggle the 1993 schedule.
Michael Andretti in F1 would be a big draw for a USGP.

alan
Newsgroups: rec.autos.sport
From: ajd@DIALix.oz.au (Anthony Doig)
Subject: Re: Monza race - here lie SPOILERS !!!
Organization: DIALix Services, Perth, Western Australia
Date: Mon, 14 Sep 92 04:47:31 GMT

In <190klvINNasi@usenet.INS.CWRU.Edu> ah335@cleveland.Freenet.Edu (Richard Banks) writes:


>I not accusing anyone of anything, but I find it strange that Patrese's
>engine would falter very late in the race when he is about to take
>victory, after having the best car on the circuit from the start of
>the race, after Mansell drops out, and this happens to him just after
>passing the pits going down the straight, and later his engine miraculously
>recover with 2 laps to go.  I wonder if the Renault engineers purposely
>played with his engine to slow him down from the pits.  I wonder if they
>did this to cater to a request of Mansell in hopes of getting him to
>change his mind and return to Williams next year?  

Just before Patrese started to slow (before the Ascari corners), his car
looked as though it was bottoming out - sparks were flying up from the
car, which seemed to be a bit strange that late in the race.  I reckoned
(as did Murray and James) that the active supension failed.  This may have
affected the engine perfomance (hydralics and stuff).  I doubt that Renault
would have deliberatly destroyed a race win for themselves - that would be
stupid.

Also, Mansells comments that he was going to "give" the race to Patrese
anyway (he said this after he went out) seemed a bit weird.  If he was
going to do that, why did he race off at the start ?  Why did Patrese
catch up 13 seconds (or whatever it was) in one lap.  This seems like a
bit of Mansell-speak.  Mansell was going for his 9th win, after all.
Why would he let Patrese win ?

>Also isn't it very strange that Berger's engine went dead on the grid?
>How many times in recent races has this happened to Berger?

McLaren/Honda giving Berger inferior equipment is one thing.  Stuffing his
car up so he can't race is another - it would not have happened.

>Who clipped Schumacher's right half front wing at the start.

It looked like one of the Ligiers - probably Boutsen.

All in all, a very good race.

Anthony Doig			| E-mail : ajd@Dialix.oz.au
Corporate Systems Development	| Voice  : +61 9 321 2442
Perth, Western Australia	| Fax    : +61 9 474 2553
Newsgroups: rec.autos.sport
From: bob@ncube.com (Bob Kehoe)
Subject: Do You Agree?
Organization: nCUBE Computers, Beaverton, Oregon, U.S.A.
Date: Tue, 15 Sep 1992 15:47:39 GMT

Sounds a little provincial, but I have to somewhat agree with
what Chris Economaki states in his column in National Speed
Sport News (9/9/92):

"The New York Times, a paper we read daily, says only one percent
of college football players make it to the pros.  NFL stats show that
for every opening there are 36 well-qualified aspirants.  Likening
racing to football, we wonder how many qualified short trackers there
are dreaming about Daytona?  Will one percent make it?  Or will the
percentage be smaller?  As for Indy, numbers (and dreams) unfortunately
are changing as hopes of sprint car and midget men of making Indy have
dimmed considerably with the current penchant of IndyCar owners for
Europeans and monied amateurs for drivers.  What IndyCar racing sorely
needs are some home-grown American newcomers at the wheel."

-c'ball-