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Home Archive for 2018-03-11


Graham Hill would have been 89 this year.

His death 43 years ago robbed a family of a fun and loving father and husband, and British motor sport of its greatest ambassador.

(Sir) Graham – a knighthood was surely in the bag – had not long embarked on the next stage of his adventure, as a Formula 1 team owner, when his private aeroplane clipped trees shrouded by a November fog.




I recall seeing the Dante-esque scene – swirling mist, smoking wreckage, flashing lights – on TV, but its implication didn’t sink in until I received Autocourse 1975-76 as a present.

The annual was printed and awaiting despatch when news of the accident broke. So there is no obituary. Instead it carries a tribute to Hill by Jackie Stewart, the upbeat, lighthearted tone of which seems entirely appropriate for a life lived so fully – and in hindsight possesses a melancholy that no amount of gravitas could have evoked.

"So ‘Grandad’ finally retired!" is its opening line. It continues: "Let me say at the outset that the Stewart family are all very happy with his decision… When finally he did announce his retirement as a driver at Silverstone, it was a great relief for many people."

Hill’s 1965-’66 BRM Grand Prix team-mate proceeds to refer to their Tasman Series fun-in-the-sun – water-skiing and flying lessons, with some racing thrown in – and their banter to relieve the boredom of sharing the overheating, underwhelming Rover-BRM gas-turbine at Le Mans.

But there’s a depth, too. It’s a telling sketch of an intense yet inspiring perfectionist prone to grumpiness and blessed with a winning and witty public persona: "Today he is a jovial, open and considerably less intense man than the pretty severe and sometimes unapproachable character of some years ago [1964]. He was never one to turn away from giving advice, but I never felt too sure about when to ask.



JYS and Graham Hill at Sebring in March 1966

"I needed guidance [in 1965] and there was no one better to study under than Graham. Many other drivers faced by a new boy coming in to the team and becoming competitive could easily have reacted in a negative fashion. At no time did Graham ever hold back information or help. For this I will always be grateful.

"I won my first Grand Prix [after a fierce internecine battle at Monza] and Graham was one of the first to congratulate me. A lesser man would have pulled rank and made a hell of a scene.

"He was [in 1968] the right man to win the title. It takes much more than driving to be world champion. One has to project to the public, speak on many occasions, and generally promote the sport as its leader. Even if I had won the title, I could not have done the sport justice. It was just too early in my career."

And it concludes: "He has retired in excellent health and in extremely good humour, to bless us with his presence for many more years to come.

"Graham… You have achieved so much in the past, I am sure that the future will also lead you to the goals you most desire."

Hill literature tended to be oddly ‘timely’.




Hill leads into Tabac in the 1968 Monaco Grand Prix

His 1969 Life at the Limit autobiography concludes with "gorgeous nurses… rubbing cream onto my bottom" – one of the few pleasures to stem from a horrendous crash in the United States GP at Watkins Glen, his last as a works Lotus driver.

Stewart was not alone in thinking that this painful occasion might have been an apt time to retire. But Hill, in the very last sentence, writes: "I must be thankful that the accident occurred at the end of the season and I did not miss too many races."

By the time Graham, co-written by Neil Ewart, was due to be published Hill had added the 1972 Le Mans 24 Hours victory to his unmatched cv – and retired, finally, from driving; a decision, like all his best, apparently, made in the bath (while mulling the excellent performance of new signing Tony Brise in practice for the Belgian GP).

A more reflective work, Graham ends thus: "While I had been a racing driver I had often said to audiences during speeches and talks: 'You know the risks, you accept them. If man can’t look at danger and still go on, man has stopped living. If the worst ever happens – then it means simply that I’ve been asked to pay the bill for the happiness of my life – without a moment’s regret.'"

The book – eventually published a year after Hill’s death – includes an extra chapter. Written by his wife Bette (below), it is unsurprisingly haphazard, breathtakingly stark and, despite the chin-up spirit that had been such a support to her husband throughout his career, terribly, terribly sad.




There is not so much as a flicker, however, about the monetary consequences of the crash. Hill’s paperwork was incomplete and, as a result, he was uninsured. The families of its five other victims had to sue.

Ian Flux was Brise’s number two mechanic. We spoke on the occasion of his driving GH2, the car that Hill and his crew had left behind them following an encouraging winter test at Paul Ricard.

"After the last funeral [the sixth in seven days] we went to a pub in Maidenhead and got slaughtered. That was the last time the rest of us were altogether. There was still hope, still talk, that the team might be able to soldier on in 1976, but we were deluding ourselves. Without Graham at the helm, wooing sponsors, driving us on, we had no chance.

"I wasn’t fully aware of the details, but it also soon became clear that his death had plunged Bette and the kids into severe financial difficulties. The team’s Transit was pressed into action again, this time removing furniture from a small house Graham kept near Brands Hatch. Everything had to go. It was now that I realised racing was a hard-nosed business: the team was asset-stripped without any sentimentality.”




Tony Brise in Embassy Hill's last F1 race – the 1975 United States Grand Prix

Hard-nosed, not hard-hearted: Graham Hill personified that shift better than anyone else.

Autocourse 1975-76, the first ‘Formula 1’ book I read from cover to cover, keeps pride of place on my shelves. I have turned to it often as a source of material – but the extra page that was able to be stitched in always causes me to pause. Opposite its reverential black type is a full-page colour photo of a man with a military ‘tache, swept-back hair and mischievous grin: the ‘People’s Champion’. Unmistakeable.
Having won the German Formula 3 title in 1993 and impressed the Formula 1 paddock with his testing performances in the Footwork, Jos Verstappen was signed as Benetton’s test driver for the ’94 season. Verstappen was to partner regular drivers Michael Schumacher and JJ Lehto in the Rory Byrne-designed B194. However, a pre-season crash for Lehto, leaving the Finn with a broken vertebrae, thrust Jos into a race seat alongside the champion in waiting.



The Dutchman was unconvincing at the season opening Brazilian Grand Prix, qualifying ninth, seven grid slots and almost two seconds adrift of Schumacher. Things improved little on Sunday afternoon as Jos collided with Eddie Irvine’s Jordan-Hart and retired from the race on lap 34.

Verstappen went on to compete in 10 races for Benetton in ’94 with varied success. His season’s highlights came at the Hungarian and Belgian Grands Prix where he scored consecutive podium finishes. March 15, a second Verstappen made his Grand Prix debut. 

Jos was loaned to Simtek for the ’95 season, a company founded in ’89 by Nick Wirth and Max Mosely. Prior to Simtek, Wirth had been working at March – a team partly owned by Mosely – as an aerodynamicist under Adrian Newey. When March was rebranded Leyton House in ’89, Mosely and Wirth pulled out, joined forces and founded Simulation Technology – Simtek.

In its early years (’89-93), Simtek worked with the FIA, Ligier, Group C and Indycar teams. The Banbury-based business even designed, in secret, an F1 challenger for BMW in 1990. 
BMW decided against a team of its own and the plans lay dormant until purchased by Andrea Moda for the ’92 season. The team suffered a terrible campaign by anyone’s standards, failing to qualify on all but one occasion – the Monaco Grand Prix.

Frustrated by the misuse of his design in ’92 and another misadventure in ’93, Wirth grasped the nettle and entered his own team, Simtek Grand Prix, for the following season. The team achieved two top 10 finishes in ’94 but ended the season last but one in the Constructors’ Championship. 
The arrival of ’95 brought with it an entirely new design – the S951. The car was heralded as a giant leap forwards for Simtek and chassis S951/001 is now on offer from Legends Automotive.


Verstappen at Monaco, 1995

In Verstappen’s hands the car showed flashes of pace although reliability and financial difficulties limited Simtek’s achievements. After negotiations failed with potential backers after the Monaco Grand Prix, Simtek went into voluntary liquidation and the research division was declared bankrupt. Forty-three jobs were lost and the team’s assets were auctioned.

Somewhere along the way chassis 001, Jos’s car for the truncated ’95 season, was sold. It was subsequently acquired by its current owner in December ’06 and underwent an extensive overhaul. At present, the mighty Ford-Cosworth 3-litre V8 nestled behind the carbon monocoque has only run for 200 miles. In its day, the engine produced in the region of 580bhp which, for a car that weighs little over 500kg, seems adequate indeed.

The sale also comes with a comprehensive spares package should you find yourself feeling over-exuberant on your next track day. S951/001 may not have the strongest race history but the allure of owning a pukka Formula 1 car must be very hard to resist. With Verstappen Jr poised to set F1 alight in the coming years, now seems like a very good time to invest in some family history.

U posljednje vrijeme najviše govorimo o našim projektima u kojima koristimo micro:bitove - STEM revoluciji, ProMikru i STEM revoluciji u knjižnicama. Ovi su programi vrlo važni jer daju djeci osnove digitalne pismenosti i omogućavaju im jednostavan i zanimljiv ulazak u STEM područje. Kroz njih dobivaju osnovna znanja koja će im u životu trebati neovisno o tome čime se budu bavili, ali i stvaraju bazu ukoliko se žele dalje baviti nekom od grana STEMa. Ovi projekti su baza naše piramide i na njima gradimo Croatian Makers ligu, Internet stvari i WER naprednu robotiku, kako bi djeca gradila svoje znanje. Donja slika prikazuje piramidu naših projekata - slojevitu obitelj platformi kroz koju djeca mogu steći nevjerojatna znanja - a koji se provode u jako velikom broju škola i udruga koje se bave edukacijom diljem RH, uz zahvat od oko 80.000 djece.

Pri vrhu naše piramide je Internet of Things projekt koji provodimo u okviru Zajedno smo jači donacijskog natječaja Hrvatskog Telekoma i kroz koji educiramo profesore i učenike kako koristiti napredne tehnologije za stvaranje projekata koje učenici sami osmisle. Kako bi potakli kontinuirani rad s opremom redovito objavljujemo kreativne natječaje za radove na neku određenu temu. Posljednji takav, na temu pametne rasvjete, objavljen je prije nešto više od mjesec dana, a jučer su na našem Izradi! edukacijskom web portalu objavljeni svi radovi koji su pristigli na natječaj - njih 88! Svi radovi su odlični, a za najbolji rad izabran je projekt pametnog upravljanja rasvjete u kući kojeg su izradile dvije učenice 7. razreda - Jona Važić i Helena Floreani uz mentorstvo profesora Tomislav Pandurić iz OŠ Franje Krežme.
Prorotip pametne rasvjete u kući - prvoplasirani rad na natječaju

Ovdje dolazimo do onih makera iz naslova ovog teksta - pogledajte gornji projekt i promislite što je sve tu trebalo biti napravljeno - cure su osmislile projekt i različite načine upravljanja rasvjetom u kući, dizajnirale i izradile maketu kuće, izradile različita rasvjetna tijela (izrezale tiskane pločice, zalemile komponente), ožičile cijelu maketu i spojile sve s Arduinom, napisale programe koji za dvije Arduino pločice koje upravljaju rasvjetom, ali i osmislile i izradile mobilnu aplikaciju kojom mogu putem interneta upravljati rasvjetom. Ako mene pitate, ovo je nevjerojatno!
Kroz sve naše kreativne natječaje učenici moraju osim izrade projekta izraditi i cijelu dokumentaciju kojom će prezentirati projekt javnosti, kako bi razvili i ta znanja (toliko o tome da se bavimo samo tehnologijom i inženjerstvom), ali i kako bi sve drugi koji imaju potrebnu osnovnu opremu mogli replicirati njihov uspjeh i unaprijediti svoja znanja i vještine. Pogledajte cijelu dokumentaciju projekta ovdje - ona sadrži korak po korak upute o sastavljanju, lemljenju, kodiranju i izradi mobilne aplikacije, ali i donji video koje su cure same izradile kako bi što bolje prezentirale svoj projekt (ponovno puno više od STEM znanja).

U konačnici, što ovaj projekt i naše druge aktivnosti znače za ove cure je i njihova izjavu  o tome čime se žele baviti u životu - ukratko matematička gimanzija pa FER, ostanak u Hrvatskoj i osnivanje vlastite tvrtke!

PAOLO ZENZEROVIĆ
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