Форум истории автоспорта > История
История расстановки на старте
Владимир Коваленко:
В "Гонке чемпионов" 1969 года попытались внедрить схему "Инди-500", по которой у каждого гонщика есть серия кругов по абсолютно пустой трассе, но из этого не вышло ничего толкового.
--- Цитировать ---This year the annual season-opener run by the B.R.S.C.C. broke new ground in Formula One racing, for instead of the usual uncontrolled and chaotic practice sessions before the race an attempt was made to produce some semblance of order and provide a more interesting spectacle for the paying customers. Unfortunately the unreliability and poor preparation of most of the Grand Prix teams, coupled with appalling weather conditions, saw the whole idea fall flat, though Graham Hill did a splendid job which saved the day on Friday. The intention was that everyone should practise freely from 10 a.m. until 1 p.m. on Friday and get all their testing and experimenting completed, for few drivers need to learn the way round Brands Hatch, and at 2 p.m. qualifying trials would begin. Each driver would start off from the pits on his own on a clear track, do one lap for warming up and then two flying-start laps which would be timed, and then slow down and return to the pits from the lower part of the circuit, at which moment the next driver would be starting off on his warming-up lap. If a driver felt that all was not well with him or his car during the warming-up lap he could pull into the pits and nullify his qualifying attempt, and try again later. It was expected that this arrangement would produce an afternoon of record or near-record laps, especially by the stars of the meeting, that would be well worth watching. Each driver's fastest individual lap would count for his position on the starting grid. The order of running for qualifying was decided by the best lap times recorded during the morning free-for-all practice, and this was a bad mistake that the B.R.S.C.C. made. Without question they should have made the qualifying order by ballot so that the fastest drivers would almost be certain to be spread throughout the field. A worse mistake the B.R.S.C.C. made was to give the drivers the choice of going in order of morning practice times, instead of adhering to a rigid and strict schedule whereby you forfeited your run if you were not ready. The plan was to repeat the arrangement on Saturday afternoon after another session of free-for-all practice, and any lap time that improved on Friday afternoon times could be taken for the starting grid.
...
At 2 p.m. the qualifying trials were due to start, but there was a slight delay when Rindt elected to go last and Brabham was not ready to take first go. It was McLaren who came out first and his opening flying lap was at 1 min. 31.5 sec. and on his second lap his ignition cut out and he stopped so there was a hiatus. Brabham then did a faultless run, his first lap in 1 min. 30.1 sec. and his second in 1 min. 29.9 sec. Stewart then went out in the new Matra, but drew in at the end of his first flying lap as the engine was misfiring badly. Oliver then recorded 1 min. 33.8 sec. on both of his flying laps, an improvement on his best morning time and a model of consistency. Lovely recorded 1 min. 38.6 sec. and 1 min 37.1 sec., and then Siffert made an attempt with 1 win. 32.7 sec., but his Cosworth V8 engine was not running properly and he went into the pits on his second flying lap. Rodriguez did not even start his first flying lap and then Hulme went out on brand new tyres and recorded 1 min. 33.9 sec. and 1 min. 32.5 sec., to be followed by Brabham making a second attempt with a rousing 1 min. 29.6.sec and then 1 min. 29.9 sec., although the timekeepers had to have three goes at reading the clocks for Brabham's second lap! Rindt went out but stopped at the end of his "warm-up" lap as the car did not feel right, and rain now started to fall. Lovely made a second attempt, but scrubbed it as the track was now wet, and the qualifying runs now fizzled out.
--- Конец цитаты ---
http://www.motorsportmagazine.com/archive/article/april-1969/21/race-champions
Владимир:
Забавно, но в одной книге встретил упоминание, что до 1934 года,
в гонках типа Гран-при вообще не было квалификаций.
И порядок на стартовой решетке определялся... жребием (!!!).
Лично мне что-то в это не очень верится, поскольку, например, я нашел стартовую решетку одной из гонок за 1924 год.
Но столь ранняя эпоха автоспорта - не мое направление, то послушал бы мнения, в первую очередь, Сергея Мингазова. Поскольку вопрос любопытный.
Владимир Коваленко:
Первая квалификация в гонках гран-при была проведена в Монако в 1958 году, если не ошибаюсь. До этого порядок стартовой решётки определялся по временам в тренировках либо действительно по жребию. Вероятно, самый последний случай жеребьёвки - бельгийский гран-при 1939 года, в котором погиб Дик Симэн.
Владимир:
--- Цитата: Владимир Коваленко от Сентября 16, 2018, 05:59:07 ---Первая квалификация в гонках гран-при была проведена в Монако в 1958 году, если не ошибаюсь. До этого порядок стартовой решётки определялся по временам в тренировках либо действительно по жребию. Вероятно, самый последний случай жеребьёвки - бельгийский гран-при 1939 года, в котором погиб Дик Симэн.
--- Конец цитаты ---
Тогда уточню и разделю на 2 части вопрос.
1) В каком году ( гонке) порядок стартовой решетки ВПЕРВЫЕ был сформирован
по временам в тренировках или просто по временам каких-либо заездов или любым иным правилам, а не по случайному жребию?
2) И даже когда были случаи жребия, то кто и в каком порядке делал выбор?
(Кто: организаторы, владельцы команд, гонщики, какие-то другие лица?
(Как: шарики, бумажки, таблички, монеты, просто на словах?)
(Подробности: примечания, факты, другая информация).
Вообще вот для меня лично такая статья на эту тему "Формирование стартовой решетки 1894-1949".
(Или "...1894-1940") была бы интересна.
Владимир Коваленко:
Почитай для начала эту тему.
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