László Hartmann

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Undid revision 1221129746 by Notcharizard (talk) - crikey but that's some dull prose. Just because this is an Encyclopedia doesn't mean that you have to bore the arse off your reader.

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'''László Hartmann''' (17 August 1901 – 16 May 1938)<ref name=memorial>{{cite web|title= László Hartmann |url= http://www.motorsportmemorial.org/focus.php?db=ct&n=811 |work= Motorsport Memorial |accessdate= 2010-08-18}}</ref> was a Hungarian [[Grand Prix motor racing]] driver.'''László Hartmann''' (17 August 1901 – 16 May 1938)<ref name=memorial>{{cite web|title= László Hartmann |url= http://www.motorsportmemorial.org/focus.php?db=ct&n=811 |work= Motorsport Memorial |accessdate= 2010-08-18}}</ref> was a Hungarian [[Grand Prix motor racing]] driver.
[[File:Bugatti T37A of László Hartmann before 1932 Lviv Grand Prix (2).jpg|thumb|Hartmann's [[Bugatti Type 35|Bugatti T37A]] before the [[1932 Lviv Grand Prix]]]][[File:Bugatti T37A of László Hartmann before 1932 Lviv Grand Prix (2).jpg|thumb|Hartmann's [[Bugatti Type 35|Bugatti T37A]] before the [[1932 Lviv Grand Prix]]]]
Hartmann was on one of Hungary's leading competition drivers of the pre-[[World War II]] period.<ref name=golden>{{cite web |title= Drivers (H) |url= http://www.kolumbus.fi/leif.snellman/dh.htm#HAR |work= The Golden Era of Grand Prix Racing |accessdate= 2010-08-18 |archive-date= 2002-10-02 |archive-url= https://web.archive.org/web/20021002005223/http://www.kolumbus.fi/leif.snellman/dh.htm#HAR |url-status= dead }}</ref> He began his racing career in the late 1920s, driving his own privately entered [[Hupmobile]] in local circuit and [[Hillclimbing|hillclimb]] events. He later bought a [[Bugatti Type 35]]B from compatriot Count [[Tivadar Zichy]] in 1929, and a [[Bugatti Type 37|Type 37A]] sports car bought in 1930. Following this, he began to enter more challenging European events in addition to those in his home country. Hartmann regularly featured in the top five finishers at most European hillclimb events in the following few years, and in 1930 he took second place overall in the [[European Hill Climb Championship|European Mountain Championship]] series. His performances caught the attention of the Bugatti factory and they occasionally lent him a more powerful [[Bugatti Type 51|Type 51]], with which he won the hillclimb events at [[Guggenberg]] in 1932 and 1933. In addition to racing against the clock Hartmann also participated in a number of Grand Prix circuit races during this period, never failing to finish in the top 10 when mechanical maladies or accidents didn't prevent him from finishing at all.<ref name=golden/>Despite showing little aptitude behind the wheel while training for his road licence, Hartmann went on to become one of Hungary's leading competition drivers of the pre-[[World War II]] period.<ref name=golden>{{cite web |title= Drivers (H) |url= http://www.kolumbus.fi/leif.snellman/dh.htm#HAR |work= The Golden Era of Grand Prix Racing |accessdate= 2010-08-18 |archive-date= 2002-10-02 |archive-url= https://web.archive.org/web/20021002005223/http://www.kolumbus.fi/leif.snellman/dh.htm#HAR |url-status= dead }}</ref> He began his racing career in the late 1920s, driving his own privately entered [[Hupmobile]] in local circuit and [[Hillclimbing|hillclimb]] events. He soon graduated to a true racing car, buying a [[Bugatti Type 35]]B from compatriot Count [[Tivadar Zichy]] in 1929. With this and another of his own Bugattis – a [[Bugatti Type 37|Type 37A]] sports car bought in 1930 he began to enter more prestigious and challenging European events in addition to those in his home country. Hartmann regularly featured in the top five finishers at most European hillclimb events in the following few years, and in 1930 he took second place overall in the [[European Hill Climb Championship|European Mountain Championship]] series. His performances caught the Bugatti factory's eye and they occasionally lent him a more powerful [[Bugatti Type 51|Type 51]], with which he won the hillclimb events at [[Guggenberg]] in 1932 and 1933. In addition to racing against the clock Hartmann also participated in a number of Grand Prix circuit races during this period, never failing to finish in the top 10 when mechanical maladies or accidents didn't prevent him from finishing at all.<ref name=golden/>
For 1935 Hartmann moved to Italian manufacturer [[Maserati in motorsport|Maserati]] and replaced his Bugattis with a [[Maserati 8CM]], that he painted in the national red, white and green racing colours of Hungary. It was with this car that year that Hartmann recorded some of the best international circuit racing results of his career: third place in the [[Grand Prix du Comminges]], and fourth place in the [[Grand Prix des Frontières]]. He retained the 8CM into 1936, but part way through 1937 he decided to upgrade to a [[Maserati 6C 34]], direct from the Maserati factory and formerly driven by the Italian superstar [[Tazio Nuvolari]]. Again he posted respectable top class results for a [[privateer]] entrant, but by this time the German state-funded [[Silver Arrows]] program was beginning to take a stranglehold on European racing leaving only the lower positions as realistic targets for individuals such as Hartmann. Away from the Grand Prix circus Hartmann continued to score well and occasionally win in the lesser [[voiturette]] and hillclimb events. His successes even prompted the Maserati works team to offer him a few drives as a semi-works entry, earning a salary for his racing for the first time.For 1935 Hartmann decided to switch his allegiance to the Italian manufacturer [[Maserati in motorsport|Maserati]] and replaced his Bugattis with a [[Maserati 8CM]], that he painted in the national red, white and green racing colours of Hungary. It was with this car that year that Hartmann recorded some of the best international circuit racing results of his career: third place in the [[Grand Prix du Comminges]], and fourth place in the [[Grand Prix des Frontières]]. He retained the 8CM into 1936, but part way through 1937 he decided to upgrade to a [[Maserati 6C 34]], direct from the Maserati factory and formerly driven by the Italian superstar [[Tazio Nuvolari]]. Again he posted respectable top class results for a [[privateer]] entrant, but by this time the German state-funded [[Silver Arrows]] program was beginning to take a stranglehold on European racing leaving only the lower positions as realistic targets for individuals such as Hartmann. Away from the Grand Prix circus Hartmann continued to score well and occasionally win in the lesser [[voiturette]] and hillclimb events. His successes even prompted the Maserati works team to offer him a few drives as a semi-works entry, earning a salary for his racing for the first time.
His first major race of the [[1938 Grand Prix season]] was also his last. The [[1938 Tripoli Grand Prix]] was unusual in that instead of running the Grand Prix cars and the slower voiturette cars in separate events, the fields were combined into one race. There was confusion at the start as some of the voiturette cars were moving before the flag fell, resulting in a mixed field of fast and slower cars on the approach to the fast first corner. This confusion continued throughout the race, with the speed differential between the two classes causing a number of accidents, including a fatal crash for Italian [[Alfa Romeo in motorsport|Alfa Romeo]] works driver [[Eugenio Siena]]. On Hartmann's 11th lap his [[Maserati 4CM]] voiturette was caught by the Grand Prix-class [[Alfa Romeo 12C|Alfa Romeo 312]] of [[Giuseppe Farina]], well over a lap ahead already. As the Italian made to lap Hartmann for a second time their cars touched wheels, sending them both rolling off the race track. Both drivers were thrown from their vehicles, and although Farina escaped with only cuts and bruises Hartmann's spine was broken. He died during the early hours of the following morning, in hospital. After a short ceremony at the circuit Hartmann's body was flown back to Hungary, and he was buried in [[Budapest]]'s [[Rákoskeresztúr]] Cemetery.Hartmann's reputation was growing and his prospects were brightening, but sadly for him his first major race of the [[1938 Grand Prix season]] would prove to be his last. The [[1938 Tripoli Grand Prix]] was unusual in that instead of running the Grand Prix cars and the slower voiturette cars in separate events the fields were combined into one race. There was much confusion at the start as some of the voiturette cars were moving before the flag fell, resulting in a mixed field of fast and slower cars on the approach to the fast first corner. This confusion continued throughout the race, with the speed differential between the two classes causing a number of accidents, including a fatal crash for Italian [[Alfa Romeo in motorsport|Alfa Romeo]] works driver [[Eugenio Siena]]. On Hartmann's 11th lap his [[Maserati 4CM]] voiturette was caught by the Grand Prix-class [[Alfa Romeo 12C|Alfa Romeo 312]] of [[Giuseppe Farina]], well over a lap ahead already. As the Italian made to lap Hartmann for a second time their cars touched wheels, sending them both rolling off the race track. Both drivers were thrown from their vehicles, and although Farina escaped with only cuts and bruises Hartmann's spine was broken. He died during the early hours of the following morning, in hospital. After a short ceremony at the circuit Hartmann's body was flown back to Hungary, and he was buried in [[Budapest]]'s [[Rákoskeresztúr]] Cemetery.
== Complete European Championship results ==== Complete European Championship results ==

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