Podcasts about Dallara

Missed Apex is entering F1, at least in theory. Spanners, Stevens and Catman sit down for our first Big Roundtable to decide what kind of team we would build: a full works manufacturer, a factory-backed partner, an independent customer, a technical client, a junior team or a takeover-and-rebadge operation.Using Cadillac's sudden switch from Graeme Lowdon to Marcin Budkowski, McLaren's 2026 customer-team problems, Haas and Dallara, Sauber's many identities and the Red Bull/VCARB relationship, we ask what really makes a works team, how much independence matters and whether our aim should be winning championships or simply turning up and going racing.⭐Missed Apex Tik Tokhttps://www.tiktok.com/@missedapexf1⭐ Spanners https://x.com/SpannersReady https://bsky.app/profile/spannersready.bsky.social⭐Matt Trumpets https://x.com/mattpt55 https://bsky.app/profile/mattpt55.bsky.socialWays To Support Missed Apex:✅ Join our Patreon to gain access to our exclusive Patreon Only Discord Chat + Bonus ContentWe Only Exist Due to Our Patron Support https://www.patreon.com/MissedApex✅ Leave a tip https://missedapexpodcast.com/tipjarOn Tonight's Show:⭐ Spanners https://x.com/SpannersReady https://bsky.app/profile/spannersready.bsky.social⭐ Chris Stevens https://www.instagram.com/chrisonracing/ https://www.tiktok.com/@chrisonracing ⭐ Chris ‘Catman' Turner https://x.com/catmanf1 https://thecatdoctor.co.uk/ THE CAT DOCTOR Give us a shout on WhatsApp! Save +44 79 4747 1840 if you are interested in calling into a show or sending us things you reckonCome iRacing with us!!! Join the Missed Apex British F4 iRacing Championship! 6 rounds, UK tracks only, through the Missed Apex iRacing League! Email spanners@missedapex.net to join the fun!!!Give Spanners Insta a go!!!https://www.instagram.com/spannersreadyKeep an eye out on Netflix!https://www.instagram.com/netflixpodcasts/Give the GT Open series a go with Stevens on commshttps://youtube.com/@gtopenseries?si=4wNupn1cc9KYPLqVAnd check out Stevens' latest show reel and give it all the love https://loudspeakeragency.com/talent/chris-stevens/ Hosted on Acast. See acast.com/privacy for more information.

There were a few minutes at the beginning of IndyCar's Portland race this past weekend where things got exciting, but then Alex Palou and the 10-teams' mastery set in. Conor Daly is back on Speed Street this week with Producer Bobby to recap the Portland weekend that saw Palou pick up his sixth win of the season, likely clinching his fifth IndyCar title in the process. The guys also look ahead to this coming weekend in Toronto, where the IndyCar paddock will take on the new Markham street course. Juncos Hollinger Racing chauffeur Rinus VeeKay joins the show to chat about his streak of top five finishes and what its been like working with a new team this season. He also touches on the silly season leading into 2027, and the options he's weighing as he continues to establish himself as one of the top prospects in the IndyCar paddock. Finally, Rinus gives his impressions of the new IR-28 Dallara, as well as the Markham and Washington D.C. courses. Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

The IR-28 was officially on track this past weekend, and Speed Street has all the information you need. Conor Daly joins Producer Bobby to discuss the latest chapter in IndyCar racing and first impressions from the initial testing with Alexander Rossi and Alex Palou behind the wheel. The guys also look ahead to the next round at Portland International this coming weekend and give some podium picks. IndyCar Series and Indianapolis Motor Speedway President Doug Boles joins the show to give listeners further insight to the IR-28 and what he's looking forward to most as the car moves into its next several months of testing. He chats about IndyCar's decision to welcome the media in at the ground floor on the new car and how he hopes a campaign of total transparency will continue to excite open wheel fans leading up to 2028. Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

El fin de semana sin Fórmula 1 no dejó precisamente vacío de motor. Mientras el Mundial de Rallies vivía una de sus pruebas más espectaculares en Finlandia, la IndyCar presentó las primeras líneas de su futuro técnico con el IR-28, el coche que debutará en 2028. Y de eso, del automovilismo buscando cómo combinar emoción, tecnología y credibilidad hablamos en el segundo episodio de la semana del Podcast Técnica Fórmula 1, que llega al episodio 1.000 de su andadura. Finlandia siendo Finlandia. Finlandia volvió a demostrar por qué ocupa un lugar tan especial en el Mundial de Rallies. Es velocidad pura, saltos, confianza y una precisión que no admite dudas. Allí no basta con ir rápido: hay que saber volar. Y en ese escenario, Sami Pajari volvió a dar un golpe enorme con una nueva victoria que confirma su progresión y lo coloca definitivamente como uno de los grandes nombres de la temporada. Lo de Pajari ya no puede leerse como una sorpresa aislada. Venía de ganar en Estonia y, en Finlandia, en casa y ante una afición que entiende cada salto y cada rasante, volvió a responder. Su crecimiento cambia el equilibrio interno de Toyota y altera también la lectura del campeonato. El Mundial ya no puede explicarse únicamente como un duelo entre Elfyn Evans y Sébastien Ogier. Ogier, protagonista, a su pesar. Ogier, precisamente, vivió el otro gran momento del rally, aunque por razones muy distintas. Su accidente fue escalofriante y recordó, una vez más, la dureza de Finlandia. Es un rally fascinante, pero también implacable. A esas velocidades, cualquier error en un salto o en una zona ciega puede convertirse en un golpe muy serio. Habrá que seguir con atención su estado físico y, sobre todo, las consecuencias deportivas de un abandono que llega en una fase decisiva del campeonato. La situación del Mundial queda mucho más abierta y mucho más delicada. Evans sigue obligado a sumar con inteligencia, pero cada vez tiene más rivales cerca. Pajari ha dejado de ser un invitado. Oliver Solberg y Takamoto Katsuta también forman parte de una pelea donde Toyota tiene casi todas las cartas. Hyundai necesita encontrar una forma de interferir de verdad en esa batalla, no sólo aparecer en momentos puntuales. El WRC afronta otro cambio importante. La FIA ha llegado a un acuerdo con un nuevo promotor encabezado por Eric Boullier, conocido por su etapa en Lotus y McLaren en Fórmula 1. La noticia abre más preguntas que respuestas. El Mundial de Rallies necesita promoción, relato, presencia internacional y una estrategia más clara para crecer. Pero no es una categoría fácil de rentabilizar. Ni siquiera Red Bull logró convertirla en un producto plenamente explotable a nivel comercial. La duda es si este nuevo promotor será capaz de hacer más visible el WRC sin desnaturalizarlo. Los rallies no son Fórmula 1. No viven de un estadio cerrado ni de una realización sencilla. Su fuerza está en los tramos, en el paisaje, en la imprevisibilidad, en la épica de pilotos y copilotos enfrentados a carreteras reales. Convertir todo eso en un producto moderno sin perder su esencia será el gran reto. La IndyCar nos presenta su futuro. La IndyCar, por su parte, ha enseñado esta semana una vía muy distinta de mirar al futuro. El nuevo IR-28, desarrollado junto a Dallara, llegará en 2028 con un chasis completamente nuevo, menor peso, más potencia, más seguridad y una aerodinámica diseñada específicamente para mejorar la capacidad de seguir a otros coches. Sólo esa última idea ya marca una diferencia importante: pensar el coche desde el principio para competir mejor. El IR-28 conservará motores V6 biturbo de 2,4 litros, con Chevrolet y Honda comprometidas, y una parte híbrida más protagonista. Ahí aparece también la gran pregunta. La electrificación puede ser una herramienta útil si mejora la competición y amplía las opciones estratégicas. Pero otras categorías (y no queremos señalar a nadie, que ya se autoseñalan) han demostrado que, mal planteada, puede acabar alejando al piloto del centro de la acción. Pensando en la carrera como el centro. IndyCar parece haber entendido que el coche debe ser más rápido, más seguro y más espectacular, pero también más manejable en carrera. Menos peso, mejor relación potencia-peso, más posibilidad de seguir de cerca y más margen para la lucha rueda a rueda. Es exactamente el tipo de lenguaje que el aficionado quiere escuchar cuando se habla de un coche nuevo. El contraste con la Fórmula 1 resulta inevitable. Mientras la F1 defiende que a la mayoría del público no le interesa entender cómo se produce la acción, la Indy presenta un coche explicando cómo quiere mejorar precisamente la acción. No basta con prometer adelantamientos. Hay que diseñar coches que permitan competir. Lecturas para las vacaciones. Finlandia, el WRC y la Indy dejan una semana muy útil para recordar algo básico: el automovilismo puede evolucionar sin renunciar a su identidad. Puede incorporar tecnología, híbridos, nuevos formatos y nuevas formas de promoción. Pero la clave sigue siendo la misma de siempre: pilotos llevados al límite por máquinas que exigen talento, valor e inteligencia. Pajari ganó en Finlandia porque fue rápido donde ser rápido significa mucho más que acelerar. La Indy mira a 2028 prometiendo coches pensados para luchar. Y el WRC busca un promotor que sepa vender su grandeza sin convertirla en otra cosa. A ver si ellos consiguen lo que no está logrando la F1. Escucha el episodio completo en la app de iVoox, o descubre todo el catálogo de iVoox Originals

ON TODAY'S PROGRAM... THE MAX RUMOR MILL KEEPS ON TURNING AND MAX KEEPS ON BURNING! MCLAREN COULD BE BACK ON THE CHAMPIONSHIP BAND WAGON GEORGE NEEDS TO FIND HIS MILIEU! AND... FERNANDO AND ASTON MARTIN COULD BE ONTO SOMETHING BIG! THIS WEEK'S NASIR HAMEED CORNER WE HAVE PATRICK TAMBAY AND TROY CASTANEDA! Patrick Tambay and Gilles Villeneuve began their Formula 1 careers together at Silverstone in 1977. Five years later, Tambay claimed his first race victory, filling the seat at Ferrari left vacant by Villeneuve after his tragic accident at Zolder. Tambay had initially tried to qualify a Surtees at Dijon but was unsuccessful, subsequently joining Ensign for the remainder of 1977. Teddy Mayer later recruited him to drive for McLaren, where he spent two challenging years in less competitive cars. Following a tough 1981 season with Theodore and Ligier, it seemed Tambay's time in Formula 1 was nearing an end until Ferrari offered him a spot. He brought some positivity back to the team by winning at the Hockenheimring following another severe accident involving his teammate Didier Pironi. Despite joining the championship late, Tambay had the potential to be a title contender in the fast Ferrari but had to step back due to a back injury caused by the intense ground effect cars of that era. In the following season, with ground effects banned, Tambay showed competitive form again. He secured a poignant victory at Imola, the very place that had witnessed the intense feud between Villeneuve and Pironi a year prior. Despite his successes, Tambay was unexpectedly replaced by Michele Alboreto at the end of the season. He moved to Renault in 1984, but the team struggled with development and exited the sport in 1985. Tambay then raced for Team Haas before it, too, withdrew from Formula 1 at the end of 1986. After retiring from full-time racing, Patrick Tambay transitioned to a role as a commentator for French television and served as the deputy mayor of Le Cannet, a suburb of Cannes. He was also the godfather to Jacques Villeneuve, the 1997 Formula 1 World Champion, and played a significant role in guiding Villeneuve's early racing career, which included victories at the 1995 IndyCar title and Indianapolis 500, and subsequently the F1 World Championship with Williams in 1997. Tambay was married twice and became a father in 1991 when his son Adrien was born. Following in his father's footsteps, Adrien became a professional racing driver, competing for Audi in the DTM championship from 2012 to 2016 and later winning the 2021 ETCR Championship. Patrick Tambay's family announced his passing on December 4th, 2022, following a long battle with Parkinson's disease. Rossi Completes First Validation Test of New IR-28 Saturday at Indianapolis Motor Speedway INDIANAPOLIS (Saturday, Aug. 1, 2026) – Alexander Rossi took another step into the future of the NTT INDYCAR SERIES on Saturday, completing the first on-track test of the new Dallara IR-28 chassis at Indianapolis Motor Speedway. The 2016 Indianapolis 500 presented by Gainbridge winner put the all-new car through its initial paces during a productive development session on the 2.439-mile, 14-turn road course, helping begin the testing process for the chassis that will debut for the 2028 NTT INDYCAR SERIES season. Rossi praised the preparation that led to the successful debut. “I've been a part of some new car launches before, and I can't say that any have gone as smooth as this one has,” Rossi said. “That's down to everyone involved. We've all been waiting for this for a long time. Drivers, fans, teams, sponsors and all of you have been looking forward to it, and now it's finally here. “It's like Christmas morning.” Rossi said the session accomplished everything the development team aimed to achieve, despite intermittent damp conditions that limited running. “It's hard to do a full comparison because of the conditions we were dealing with, but everything you could hope for from a day like today was accomplished,” he said. “The fact that the car is completely new and the only real issue we had was replacing one sensor is phenomenal. That's a huge testament to Dallara, INDYCAR and everyone involved. “The car has a lot of incredible qualities that we haven't even scratched the surface of yet. It was an incredible start and just a joy to drive.” Rossi also offered high praise for the IR-28's appearance and initial handling characteristics. “Aesthetically, it ticks every box you could hope for,” he said. “I was blown away the first time I saw it. The pictures don't do it justice. The presence it has in person is pretty amazing. It looks aggressive, and even with a completely new chassis, new aerodynamics, new electronics and a spec damper package, the baseline was very comfortable from the get-go. There's obviously a lot more to unlock, but it was a great starting point.” Testing the next-generation INDYCAR SERIES machinery at Indianapolis Motor Speedway made the experience even more meaningful for Rossi. “To be able to be a part of this next evolution of INDYCAR and do it at IMS, a place that means so much to me and all of us here, is super cool,” Rossi said. “I get to play a small part in the history and the future of this championship, and that's a big privilege. I enjoyed every minute of it.” Four-time NTT INDYCAR SERIES champion and 2025 Indianapolis 500 presented by Gainbridge winner Alex Palou is scheduled to test the car Sunday.

Conor Daly was back behind the wheel this past weekend at Indianapolis Raceway Park as he chauffeured one of the Kaulig RAM Trucks. He's back on Speed Street this week to join Producer Bobby and chat about this experience during the race as well as his time spent at the Brickyard 400. The guys also dive deep into the unveiling of the Dallara IR-28, which is set to debut during the 2028 season. Conor gives listeners firsthand insight into what he saw from the car when it was revealed at Indianapolis Motor Speedway this past weekend, and what IndyCar fans can expect from the new update. Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

È uno degli imprenditori e manager più importanti, innovativi e visionari del nostro Paese. Uno di quelli che non si limita a guidare aziende, ma contribuisce a immaginare il futuro. Ebbene sì, Andrea Pontremoli è passato dal BSMT. Amministratore delegato di Dallara, eccellenza italiana nel mondo dell'ingegneria e del motorsport, ha portato l'azienda a competere ai massimi livelli tra Formula 1, IndyCar e innovazione tecnologica. Prima ancora, un percorso ai vertici di IBM, fino a guidarne le strategie in Europa. Al BSMT ci ha dedicato il suo tempo, preziosissimo, regalandoci riflessioni profonde, uno sguardo lucido e una visione del mondo capace di aprire la mente. Abbiamo parlato di impresa, di futuro, di tecnologia, ma soprattutto di persone, scelte e responsabilità. E poi della sua storia: un percorso straordinario fatto di sfide, decisioni e passaggi chiave che oggi diventano fonte di ispirazione per chiunque lo ascolti. Una chiacchierata rara, di quelle che ti restano e che ti fanno venire voglia di alzare l'asticella. Buona visione! ___________________ 00:00 INTRO 5:35 GLI INSEGNAMENTI DEL RUOLO DEL DEEJAY 11:30 DI COSA SI OCCUPA LA DALLARA? 22:32 COLLABORARE CON I TEAM DELLA F1 25:31 LE EVOLUZIONI PIÙ SIGNIFICATIVE PORTATA IN DALLARA 31:59 MIGLIORARE DAGLI INCIDENTI 38:57 COME NASCE LA DALLARA AUTOSTRADALE 53:17 IL MONDO DELLA MOTORVALLEY 59:11 COSTRUIRE UN FUTURO MIGLIORE PER LA GENTE 1:06:11 DA BOSTON A PARMA 1:14:01 L'IMPORTANZA DI DARE FIDUCIA AI GIOVANI 1:18:35 SCEGLIERE TRA OLIVETTI E IBM 1:23:04 DIVENTARE MANAGER DI IBM 1:27:10 LA PROPOSTA DI GIAMPAOLO DALLARA 1:43:34 I VALORI FONDAMENTALI DI IBM E DALLARA 1:50:31 FARE LE SCELTE DA IMPRENDITORE 1:56:54 LA DIFFERENZA TRA LEADER E MANAGER 2:00:48 GUIDARE UNA MACCHINA DA F1 2:04:45 ESSERE LEADER 2:08:24 SALUTI FINALI Learn more about your ad choices. Visit megaphone.fm/adchoices

260321 - Dallara Automobili by Derrière le Volant

Andrea Pontremoli entra in IBM nel 1980, arrivando a ricoprire il ruolo di President & CEO in IBM Italia. Dopo quasi 30 anni in azienda, nel 2007, decide di lasciare il colosso informatico per accettare la sfida lanciata dall'ingegnere Giampaolo Dallara: trasformare l'azienda da realtà artigianale d'eccellenza a leader mondiale tecnologico. 18 anni dopo, Dallara è un'azienda che fattura più di €220 milioni. In questo episodio di A CAPO, realizzato in collaborazione con Satispay, parliamo di leadership e dell'incredibile percorso di Andrea Pontremoli, oggi anche presidente della Motor Valley Association. Learn more about your ad choices. Visit megaphone.fm/adchoices

È morto Tony Dallara, nato il 30 giugno del 1936, quest'anno avrebbe compiuto 89 anni. Lo annuncia su X il Nuovo Imaie con un messaggio di cordoglio in cui si legge: "Caro Tony eri uno dei cosiddetti urlatori ed hai segnato la storia della musica italiana.

Scott talks with MiniMed leader Que Dallara about her refugee-to-CEO story, Medtronic's spin-off, new MiniMed name, 780G automation, upcoming sensors and pumps, and the dream of hands-free diabetes tech. Medtronic Diabetes Free Juicebox Community (non Facebook) Type 1 Diabetes Pro Tips - THE PODCAST Eversense CGM Tandem Mobi ** twiist AID System Drink AG1.com/Juicebox Use code JUICEBOX to save 40% at Cozy Earth  CONTOUR NextGen smart meter and CONTOUR DIABETES app Dexcom G7 Go tubeless with Omnipod 5 or Omnipod DASH * Get your supplies from US MED  or call 888-721-1514 Touched By Type 1 Take the T1DExchange survey Apple Podcasts> Subscribe to the podcast today! The podcast is available on Spotify, Google Play, iHeartRadio, Radio Public, Amazon Music and all Android devices The Juicebox Podcast is a free show, but if you'd like to support the podcast directly, you can make a gift here or buy me a coffee. Thank you! *The Pod has an IP28 rating for up to 25 feet for 60 minutes. The Omnipod 5 Controller is not waterproof.  ** t:slim X2 or Tandem Mobi w/ Control-IQ+ technology (7.9 or newer). RX ONLY. Indicated for patients with type 1 diabetes, 2 years and older. BOXED WARNING:Control-IQ+ technology should not be used by people under age 2, or who use less than 5 units of insulin/day, or who weigh less than 20 lbs. Safety info: tandemdiabetes.com/safetyinfo Disclaimer - Nothing you hear on the Juicebox Podcast or read on Arden's Day is intended as medical advice. You should always consult a physician before making changes to your health plan.  If the podcast has helped you to live better with type 1 please tell someone else how to find it!  

Jimmy Kite crashed four times—four!—trying to qualify for the 1998 Indy 500. The story of how he finally made the show holds bad luck and trashed cars but also a hidden concussion, a giant fireball, an airborne gearbox, and a fat dose of can-do spirit. Plus: INTC co-host Jeff Braun! Jeff was Kite's chief engineer that year. So we brought Jimmy onto the show and asked him and Jeff to tell the whole tale.Kite was a 22-year-old sprint-car kid from Missouri who came up on dirt and had just been crowned 1997 USAC Silver Crown Rookie of the Year. A year before the Speedway, he had never driven a downforce car. And Jeff… well, Jeff was impressed!***IN THIS EP: That big, sexy fireball — A nervous mother — Jeff explaining suspension heave re: downforce — Dallara's IRL monoshock — A red-hot differential aiming for low-Earth orbit — Jeff running somebody out of gas — TV announcers joking, on-air, that a 22-year-old driver looks 15 — Jeff looking happy on TV — and more!This show's format rotates weekly, because squirrel. We call this format “JEFF PHONES A FRIEND.”This episode was produced by Sam Smith.**Who We Are + Spicy Merch:⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠www.ItsNotTheCar.com⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠**Support It's Not the Car:Contribute on Patreon ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠www.patreon.com/notthecar⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠**Topic suggestions, feedback, questions? Let us know what you think!⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠INTCPod@gmail.com⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠**Check out Sam's book!⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠Smithology: Thoughts, Travels, and Semi-Plausible Car Writing, 2003–2023⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠**Where to find us:⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠https://www.instagram.com/intcpod⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠https://www.instagram.com/thatsamsmith/⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠https://www.instagram.com/j.v.braun/⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠https://www.instagram.com/rossbentley/⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠https://rossbentley.substack.com/⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠https://speedsecrets.com/⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠**ABOUT THE SHOW:It's Not the Car is a podcast about people and speed. We tell racing stories and leave out the boring parts.Ross Bentley is a former IndyCar driver, a bestselling author, and a world-renowned performance coach. Jeff Braun is a champion race engineer. Sam Smith is an award-winning writer and a former executive editor of Road & Track magazine.We don't love racing for the nuts and bolts—we love it for what it asks of the meatbag at the wheel.New episodes every Tuesday.

Si te hablo de la presencia de Honda en la F1 seguro que te vienen a la memoria los títulos, no todos, pero muchos de ellos, de Prost, Senna, Verstappen… en resumen, una historia de éxitos. Pues, ni mucho menos. Honda, como motorista, ha tenido grandes éxitos y momento muy difíciles, tanto como para decir adiós a la F1 más de una vez… y te lo vamos a contar. Y es que Honda comenzó en la F1 mucho antes de lo que imaginas. Ya en el año 1963 vino a disputar la F1 y además no como motorista, sino con sus propios coches. A Soichiro Honda le apasionaban los retos y la competición. Primero comenzó en las motos en 1959, donde a pesar de unos comienzos difíciles, enseguida comenzó a cosechar resultados, y luego pensó que el mayor reto era la F1… y lo fue… Solo tres años después de lanzar su primer coche de calle Honda se embarcó en la F1 siendo de los pocos, como BRM y Ferrari, que creaban sus propios motores y chasis, absolutamente todo. Y salvo los pilotos, todos eran japoneses. El primer modelo, creado en 1962, se llamó 271 y contaba con un motor impresionante, un V12 a 60 grados de solo 1495 cm3, el reglamente limitaba la cilindrada a 1,5 litros, que sobrepasaba los 200 CV. En su segundo año ganaron en el G.P. de México con Richie Ginther y tras un año de sequía vencieron en el GP de Italia con nada menos que John Surtees al volante.El último monoplaza de F1 enteramente Honda fue el RA302 con motor ya de 3 litros y más de 430 CV. Lo curioso es que era de refrigeración por aire. El coche debutó en Gran Premio de Francia de 1968 con Jo Schlesser con la desgracia de que falleció en la segunda vuelta. Este accidente y el hecho de que Surtees dejó el equipo, decidió a Honda a dejar la F1… por el momento. En 1983, 15 años después de su retirada, Honda anunció que volvía como motorista a la F1 con un motor 1.500 cm3 turboalimentado para el equipo Spirit… Pero el Spirit-Honda era en realidad un Honda. Ofrecieron al equipo Williams sus motores y en el GP de Dallas de 1984, con Keke Rosberg al volante, llegó la primera victoria de Honda como motorista. En 1985 ganaron 3 Grandes Premios y todo hacía presagiar que iban a llegar grandes éxitos… y llegaron. En 1986 el famoso y espectacular reventón de Nigel Mansell en el GP de Australia en Adelaida privó a Honda de hacer doblete. Williams-Honda ganó el Mundial de constructores, pero Alain Prost, con su McLaren-Porsche, les “robo” la cartera en el Mundial de pilotos… Un pinchazo que valía por un Mundial. Sin problemas, se desquitaron en 1987 cuando ya hicieron doblete con Piquet. Y cambiaron de aires. Entre 1988 y 1991 Honda lo gana todo. Se dice que “empujado” por Senna, el equipo McLaren decide cambiar los motores Porsche por los motores Honda. Un acierto, porque los McLaren-Honda no solo lo ganaron todo en esos cuatro años, sino que despedazaron todos los récords. El equipo ganó esos 4 mundiales y los pilotos se los repartieron de forma desigual, el de 1989 fue “de aquella manera” para Prost, los de 1988, 1990 y 1991 para uno de los mejores pilotos de todos los tiempos. Williams había apostado por el nuevo motor Renault, una apuesta de Frank Williams que al principio parecía arriesgada pero que demostró ser todo un acierto. El año 92 fue un desastre para el equipo McLaren-Honda. Los motores Renault se mostraron muy competitivos, pero mucho, y el nuevo chasis del Williams FW14B con suspensiones activas se mostró a otro nivel. Por fin Nigel Mansell pudo ganar un título que se le resistía y que, en mi opinión, se merecía. La industria japonesa del automóvil comenzó una crisis a comienzo de los años 90… no era el mejor momento para gastar en la F1, pero si se ganaba, compensaba. Pero perder ante Renault y de una forma casi aplastante, decidió a Honda dejar de nuevo la F1… por el momento. Si, porque la empresa Mugen, especializada en preparación de motores Honda sí siguió como motorista digamos que en equipos de “segunda división” sin ánimo de ofender. Era el caso de equipos como Ligier, Jordan, Footwork o Prost. Y a finales de los 90 Honda decide regresar, saca al ingeniero de motores Kyle Petryshen de HRC y ficha nada menos que a Harvey Postlewaite como diseñador y jefe de equipo, un lujo. El nuevo RA099 diseñado por Postlewaite, construido por Dallara y conducido por Verstappen, Jos, el padre, no Max, se mostró rápido y competitivo. Todo iba bien hasta que de nuevo la mala suerte se cebó en el equipo Honda, porque durante unos ensayos en Barcelona el bueno de Harvey sufrió un infarto fatal… y Honda abandonó… otra vez a medias. Tras la cancelación del proyecto Honda RA099 de 1999, Honda volvió como motorista al año siguiente. Suministró motores al equipo “British American Tobacco”, más conocido por BAR desde el 2000 hasta 2004 y a Jordan entre 2001 y 2002. No fue una etapa muy fructífera salvo el último año con BAR, el 2004, en el que lograron muchos podios y un segundo puesto en constructores por detrás de Ferrari. En 2005 Honda compra el 55 por ciento de BAR y vuelve ya como equipo Honda. El retorno fue exitoso, con la victoria en el GP de Hungría de Jenson Button. Pero el 2007 fue desastroso y ni el fichaje de Ross Brawn, exingeniero de Michael Schumacher en Ferrari, consiguió que el equipo saliera del bache. A finales de 2008 Honda anuncia que, a causa de la crisis económica, Honda abandona la F1… era la cuarta vez… En el 2015 se reedita el dúo invencible de los 90, porque Honda para a motorizar a los McLaren… pero faltaban Prost y Senna en la ecuación. A pesar de contar con pilotos Campeones del Mundo, como Jenson Button y nuestro Fernando Alonso, el dúo no funcionó y McLaren deja a Honda en 2018… lo cual fue una bendición. ¿Por qué una bendición? Porque Honda pasó a motorizar al equipo B de Red Bull, entonces Toro Rosso y la escudería principal ve que esos motores funcionan y muy bien y en 2019 los usan para sus coches de Red Bull y su piloto estrella, Max Verstappen. En 2019 Honda se convierte en el suministrador de motores de Red Bull… aunque no lo parezca. Y ahora explico el porqué de esta frase. Por fin en 2021, Honda ganó el título de pilotos con Max Verstappen. La frase viene porque en 2022, 2023 y 2024 Red Bull corrió con un motor bajo el nombre de Red Bull Power Trains, pero que realmente eran motores fabricados por Honda. Así que para mí Honda gano dichos títulos aunque no se muestren en las estadísticas de manera oficial. Conclusión. Seguramente la historia de Honda demuestra esa famosa frase que se aprende más de los fracasos quede los éxitos. Honda en la F1 desde luego no es Ferrari, pero sin duda parece difícil imaginar una F1 sin esta marca de motores, que ha estado presente tantos años, aunque de forma intermitente. Porque en Honda tienen a gala que son el mayor productor de motores térmicos del Mundo y que hacen los mejores motores térmicos del Mundo. Y la F1 es el mejor lugar donde demostrarlo…

Si te hablo de la presencia de Honda en la F1 seguro que te vienen a la memoria los títulos, no todos, pero muchos de ellos, de Prost, Senna, Verstappen… en resumen, una historia de éxitos. Pues, ni mucho menos. Honda, como motorista, ha tenido grandes éxitos y momento muy difíciles, tanto como para decir adiós a la F1 más de una vez… y te lo vamos a contar. Y es que Honda comenzó en la F1 mucho antes de lo que imaginas. Ya en el año 1963 vino a disputar la F1 y además no como motorista, sino con sus propios coches. A Soichiro Honda le apasionaban los retos y la competición. Primero comenzó en las motos en 1959, donde a pesar de unos comienzos difíciles, enseguida comenzó a cosechar resultados, y luego pensó que el mayor reto era la F1… y lo fue… Solo tres años después de lanzar su primer coche de calle Honda se embarcó en la F1 siendo de los pocos, como BRM y Ferrari, que creaban sus propios motores y chasis, absolutamente todo. Y salvo los pilotos, todos eran japoneses. El primer modelo, creado en 1962, se llamó 271 y contaba con un motor impresionante, un V12 a 60 grados de solo 1495 cm3, el reglamente limitaba la cilindrada a 1,5 litros, que sobrepasaba los 200 CV. En su segundo año ganaron en el G.P. de México con Richie Ginther y tras un año de sequía vencieron en el GP de Italia con nada menos que John Surtees al volante.El último monoplaza de F1 enteramente Honda fue el RA302 con motor ya de 3 litros y más de 430 CV. Lo curioso es que era de refrigeración por aire. El coche debutó en Gran Premio de Francia de 1968 con Jo Schlesser con la desgracia de que falleció en la segunda vuelta. Este accidente y el hecho de que Surtees dejó el equipo, decidió a Honda a dejar la F1… por el momento. En 1983, 15 años después de su retirada, Honda anunció que volvía como motorista a la F1 con un motor 1.500 cm3 turboalimentado para el equipo Spirit… Pero el Spirit-Honda era en realidad un Honda. Ofrecieron al equipo Williams sus motores y en el GP de Dallas de 1984, con Keke Rosberg al volante, llegó la primera victoria de Honda como motorista. En 1985 ganaron 3 Grandes Premios y todo hacía presagiar que iban a llegar grandes éxitos… y llegaron. En 1986 el famoso y espectacular reventón de Nigel Mansell en el GP de Australia en Adelaida privó a Honda de hacer doblete. Williams-Honda ganó el Mundial de constructores, pero Alain Prost, con su McLaren-Porsche, les “robo” la cartera en el Mundial de pilotos… Un pinchazo que valía por un Mundial. Sin problemas, se desquitaron en 1987 cuando ya hicieron doblete con Piquet. Y cambiaron de aires. Entre 1988 y 1991 Honda lo gana todo. Se dice que “empujado” por Senna, el equipo McLaren decide cambiar los motores Porsche por los motores Honda. Un acierto, porque los McLaren-Honda no solo lo ganaron todo en esos cuatro años, sino que despedazaron todos los récords. El equipo ganó esos 4 mundiales y los pilotos se los repartieron de forma desigual, el de 1989 fue “de aquella manera” para Prost, los de 1988, 1990 y 1991 para uno de los mejores pilotos de todos los tiempos. Williams había apostado por el nuevo motor Renault, una apuesta de Frank Williams que al principio parecía arriesgada pero que demostró ser todo un acierto. El año 92 fue un desastre para el equipo McLaren-Honda. Los motores Renault se mostraron muy competitivos, pero mucho, y el nuevo chasis del Williams FW14B con suspensiones activas se mostró a otro nivel. Por fin Nigel Mansell pudo ganar un título que se le resistía y que, en mi opinión, se merecía. La industria japonesa del automóvil comenzó una crisis a comienzo de los años 90… no era el mejor momento para gastar en la F1, pero si se ganaba, compensaba. Pero perder ante Renault y de una forma casi aplastante, decidió a Honda dejar de nuevo la F1… por el momento. Si, porque la empresa Mugen, especializada en preparación de motores Honda sí siguió como motorista digamos que en equipos de “segunda división” sin ánimo de ofender. Era el caso de equipos como Ligier, Jordan, Footwork o Prost. Y a finales de los 90 Honda decide regresar, saca al ingeniero de motores Kyle Petryshen de HRC y ficha nada menos que a Harvey Postlewaite como diseñador y jefe de equipo, un lujo. El nuevo RA099 diseñado por Postlewaite, construido por Dallara y conducido por Verstappen, Jos, el padre, no Max, se mostró rápido y competitivo. Todo iba bien hasta que de nuevo la mala suerte se cebó en el equipo Honda, porque durante unos ensayos en Barcelona el bueno de Harvey sufrió un infarto fatal… y Honda abandonó… otra vez a medias. Tras la cancelación del proyecto Honda RA099 de 1999, Honda volvió como motorista al año siguiente. Suministró motores al equipo “British American Tobacco”, más conocido por BAR desde el 2000 hasta 2004 y a Jordan entre 2001 y 2002. No fue una etapa muy fructífera salvo el último año con BAR, el 2004, en el que lograron muchos podios y un segundo puesto en constructores por detrás de Ferrari. En 2005 Honda compra el 55 por ciento de BAR y vuelve ya como equipo Honda. El retorno fue exitoso, con la victoria en el GP de Hungría de Jenson Button. Pero el 2007 fue desastroso y ni el fichaje de Ross Brawn, exingeniero de Michael Schumacher en Ferrari, consiguió que el equipo saliera del bache. A finales de 2008 Honda anuncia que, a causa de la crisis económica, Honda abandona la F1… era la cuarta vez… En el 2015 se reedita el dúo invencible de los 90, porque Honda para a motorizar a los McLaren… pero faltaban Prost y Senna en la ecuación. A pesar de contar con pilotos Campeones del Mundo, como Jenson Button y nuestro Fernando Alonso, el dúo no funcionó y McLaren deja a Honda en 2018… lo cual fue una bendición. ¿Por qué una bendición? Porque Honda pasó a motorizar al equipo B de Red Bull, entonces Toro Rosso y la escudería principal ve que esos motores funcionan y muy bien y en 2019 los usan para sus coches de Red Bull y su piloto estrella, Max Verstappen. En 2019 Honda se convierte en el suministrador de motores de Red Bull… aunque no lo parezca. Y ahora explico el porqué de esta frase. Por fin en 2021, Honda ganó el título de pilotos con Max Verstappen. La frase viene porque en 2022, 2023 y 2024 Red Bull corrió con un motor bajo el nombre de Red Bull Power Trains, pero que realmente eran motores fabricados por Honda. Así que para mí Honda gano dichos títulos aunque no se muestren en las estadísticas de manera oficial. Conclusión. Seguramente la historia de Honda demuestra esa famosa frase que se aprende más de los fracasos quede los éxitos. Honda en la F1 desde luego no es Ferrari, pero sin duda parece difícil imaginar una F1 sin esta marca de motores, que ha estado presente tantos años, aunque de forma intermitente. Porque en Honda tienen a gala que son el mayor productor de motores térmicos del Mundo y que hacen los mejores motores térmicos del Mundo. Y la F1 es el mejor lugar donde demostrarlo…

Si la F1 y MotoGp corriesen juntos en Montmeló, los monoplazas estarían doblando a las motos en 3 vueltas. Si la F1 y los Hypercars de resistencia corriesen juntos en Spa-Francorchamps, los monoplazas estarían doblando a los Hypercars en la quinta vuelta. Si la F1 y la Indycar corriesen juntos en el Circuito de las Américas, en 16 vueltas los F1 estarían doblando a los F-Indy. ¿Por qué los F1 son tan ENDIABLADAMENTE rápidos? Te vamos a contar esto… y algunos “secretillos” de la F1. Os voy a contar porque los F1 son tan rápidos, pero antes os quiero demostrar que, realmente, son rápidos, muy rápidos. 4 contra 2. Nos vamos a Montmeló, uno de los pocos circuitos que comparten motos y coches. Para abrir boca, te doy unas cifras: El récord en coche lo tiene todavía Schumacher, desde 2006, con un tiempo de 1:14:637. El de motos, que caerá este año, lo mantiene Aleix Espargaró desde 2023, con un tiempazo de 1:28:686, es decir, Michael rodó algo más de 14 segundos más rápido. Pero comparemos la vuelta rápido en carrera de la F1 de 2025 contra la de Moto GP de 2024, pues en el momento de escribir este guion no se ha disputado la prueba de 2025. En este caso es de 1:39:664 de la MotoGP contra el 1:15:743 de la F1… ¡casi 24 segundos más rápidos! Como os decía, al comienzo de la 4ª vuelta los F1 estaría comenzarían a doblar a las MotoGP. Hypercar vs. Fórmula 1. En el espectacular circuito belga de Spa-Francorchamps se disputan carreras de F1 y del WEC o “Campeonato del Mundo de resistencia”. En 2024 la vuelta rápida de los Hypercars fue de 2:06:459 mientras en la F1 fue de 1:44:701… es decir, los F1 fueron 21:758 segundos más rápidos… como decía al comenzar en la 5ª vuelta los F1 estarían doblando a los Hypercars. América contra el Mundo. Hay un circuito donde compiten los coches de la Indycar y los F1: El Circuito de las Américas en Austin, Texas. Ya sabéis que la Indycar se disputa en circuitos ovales y ruteros. La vuelta rápida en este circuito, sobre un Fórmula Indy, la tiene nuestro piloto Alex Palou en unos increíbles 1:43:171 segundos… en realidad son 1:43:1709, poque la Indy se mide a la milésima. La vuelta rápida de la F1 es de 1:37:330 segundos, es decir unos 6 segundos más rápidos. En este caso los F1 necesitarían 16 vueltas para doblar a los Indycar. Ahora que ya sabemos y os hemos demostrado que son más rápidos, veamos los motivos. Y para eso, echemos un ojo a los reglamentos y dejamos para el final al de la F1. MotoGP: Solo dos ruedas. La mayor desventaja de las MotoGP respecto a un F1 es evidente: Solo tienen dos ruedas. Esto hace que tengan que inclinarse para tomar las curvas y limitan sus posibilidades aerodinámicas y de neumáticos. Hypercars: Híbridos y con tracción total. Como los F1, los Hypercars con híbridos, pero tiene la potencia limitada a 690 CV, sumando la potencia de la unidad térmica y el motor o motores eléctricos. Frente a la F1 tienen una ventaja importante: En según qué condiciones, dependiendo sobre todo de la velocidad, los motores eléctricos aplican su potencia a las ruedas delanteras lo que convierten a estos coches en tracción total, una ventaja importante respecto a un F1. Fórmula Indy: Todos iguales. Hay que tener en cuenta una base de partida: La F1 pretende ser una Campeonato a nivel Mundial que sea el escaparate tecnológico y banco de ensayos para las marcas… ese espíritu se ha ido perdiendo con reglamente cada vez más restrictivos, pero la idea original era esa. La Fórmula Indy pretende dar espectáculo y aumentar la igualdad, de forma que los pilotos marquen la diferencias y que las carreras sean más entretenidas. Por eso el reglamento es casi de copa monomarca, con el mismo chasis Dallara para todos. La Fórmula 1: Categoría reina. A la F1 siempre se la ha denominada “Categoría reina” del Mundo del Motorsport y para mí, con razón. Parto de la base de que siempre sigo que, para mí, en la actualidad, el reglamento es demasiado restrictivo lo que merma el ingenio y las ideas de los ingenieros. Recordad que la F1 ha dado lugar a coches con 6 ruedas, al uso del Turbo, al empleo de motores de turbina, sistemas de tracción total, llevó a la aerodinámica y al “efecto suelo” a su máxima expresión, planteó coches con doble chasis con suspensiones electrónicas, aspiradores que pegaban el coche a suelo… y solo por citar algunas “ideas originales” de ingenieros, en ocasiones propias en otras, mejoras de sistemas que ya existían. Su mayor ventaja es La aerodinámica, que marca la diferencia. No hace falta ser un “as” del inglés para saber que “Downforce” significa “fuerza hacia abajo” y es el peso aparente que genera la aerodinámica en un coche, en este caso de un F1… te vas a sorprender. Si te digo que hay muchas fuentes con datos no siempre fiables y que es un dato que cambia de coche a coche y de año a año.

In the final installment of our “Business at the Brickyard” series, Inside INdiana Business with Gerry Dick wraps up the month of May from the Indianapolis Motor Speedway—where racing, culture, and commerce collide. In this episode: The Indy 500 sells out for the first time since 2016, lifting the local TV blackout. Penske Entertainment CEO Mark Miles discusses the momentum behind IndyCar and a new media partnership with Fox. Swedish driver Marcus Ericsson shares how he prepares mentally and physically for the 500. The town of Speedway honors Al Unser Sr. with a new $2 million gateway at 16th and Main. Purdue expands its motorsports engineering presence at Dallara's U.S. HQ. A look inside Winchester Speedway, one of Indiana's most historic short tracks. Indianapolis announces a new sister city: Le Mans, France—home of the 24 Hours of Le Mans endurance race. Plus: Statewide headlines from Cummins, Mammoth Solar, South Bend Airport, and Gary's new convention center.

In this episode of “This Is Purdue,” we're talking to Alex Turner, Purdue alum and design engineer at Dallara.  Alex is a 2022 graduate of Purdue's motorsports engineering program and has used his skills and experience to earn his dream job at Dallara's U.S. headquarters in Indianapolis, just steps away from the Indianapolis Motor Speedway — home of the Indy 500.  In this episode you will:  Learn about the motorsports engineering program at Purdue University in Indianapolis and the opportunities available to students through the new Dallara partnership Hear how his passion for IndyCar racing led him to the motorsports engineering program at Purdue University in Indianapolis  Discover how Alex's journey as a student in Indianapolis and his industry internships helped him land his current role at Dallara  Listen to exclusive stories from the IndyCar engineer, including his family ties to the Indy 500 and his favorite race-day memories of “The Greatest Spectacle in Racing”  Find out about the innovation and collaboration that goes into being a Dallara design engineer, including what a typical day in his life looks like  Learn about Dallara's rich history with IndyCar as the exclusive chassis provider for every car on the grid since 2008  You don't want to miss this special episode that takes you behind the scenes of the world's fastest racing.  

The IndyCar season is nearly upon us, and Conor Daly is here with a first hand look at his Juncos Hollinger number 78 Dallara and the rest of the paddock. He joins co-host Chase Holden to discuss how the test sessions at Sebring went earlier this week and why race fans shouldn't put too much stock into the results. Also, Conor gives listeners an update on his sponsorship deals for the 2025 season after a recent referendum with Polkadot was turned down. The guys chat about what this could mean for Conor's season as well as a hilarious interaction he had with Helio Castroneves during his time at Daytona. 

It's an exciting day for Conor Daly and Speed Street as the Juncos Hollinger IndyCar team unveils their base liveries for the 2025 season. Conor joins co-host Chase Holden to chat about striking paint schemes and what will be on the horizon for his number-78 Dallara this year. Conor also recaps a very exciting IndyCar Content Day and what he observed from the Fox Sports production crew. A recent dinner was held with members of the IndyCar paddock and Fox Sports and Conor reports that there are many exciting developments behind the scenes for 2025. It wouldn't be a true team livery reveal without hearing from the other half of the Juncos Hollinger garage, and Conor's teammate Sting Ray Robb joins the show to give his take on what the team is bringing to the table. Sting Ray discusses his tumultuous beginning to his IndyCar career and what he hopes to accomplish with JHR this year. He also fills listeners in on the origin of his name, which is arguably one of the most unique in all of motorsports. He and Conor chat about what they're excited for in 2025 and what to expect at the Indianapolis Motor Speedway come May.

Charles Dallara is the author of "EuroShock: How the Largest Debt Restructuring in History Helped Save Greece and Preserve the Eurozone". The former managing director of the Institute of International Finance, a think tank, shares his experiences as a US Navy midshipman, lessons in leadership and the intense negotiations that shaped the Greek crisis resolution. He represented the creditors and negotiated with the likes of former German Chancellor Angela Merkel and former French president, Nicolas Sarkozy. He explains how politics, economics and culture shaped the challenges and strategies behind this historic financial crisis while batting for the urgent need for higher standards in sovereign debt management.

Send us a textIn this episode Jerry talks about:-Working for the Doran Racing team with the Ferrari 333, Dallara and Prototypes.-SC vs Carrera 3.2-956/962-EVsSend questions and suggestions to porschepatterpod@gmail.com https://www.circuitsixfour.com/https://www.instagram.com/circuit6four/https://mail.google.com/mail/u/0/#inboxhttps://www.tiktok.com/@user2120922840085/

Join car enthusiast Peter von Panda as he takes you through the heart of the Maserati MC20, one of the most exciting supercars on the market today. From its stunning design to its powerful V6 engine, Peter dives deep into what makes this car a game-changer in the world of luxury performance. Discover the collaboration with Dallara, the innovative engineering, and the thrill of driving a true masterpiece. If you're a fan of high-performance cars, luxury supercars, or just love the thrill of the open road, this episode is a must-listen. Get ready for exclusive insights, in-depth reviews, and a passion for cars like never before. ▶ Get Maserati gear here: https://geni.us/bOjQPjAhttps://www.glenviewluxuryimports.com/ Glenview Luxury Imports 301 Waukegan Rd,, Glenview, IL 60025 Sales: 847-904-1233 Service: 847-904-1233 Parts: 847-904-1233 ---------- LET'S TALK ABOUT LIVING BETTER: ▶ Podcast: https://geni.us/FtGAT4 ▶ My Amazon Store: https://www.amazon.com/shop/petervonp... ---------- IF YOU'D LIKE TO SHOW SOME LOVE: ▶ Buy My Book: https://geni.us/qwbZAE ▶ Become A Channel Member: https://geni.us/AA3Jk ▶ Patreon:   / petervonpanda   ▶ Merch: https://petervonpanda.storenvy.com/ ▶ Free Panda Group: https://panda-research-institute.mn.co FOLLOW MY OTHER SOCIAL MEDIA PLATFORMS: ▶ Instagram:   / petervonpanda   ▶ Facebook:   / petervonpanda   --- Support this podcast: https://podcasters.spotify.com/pod/show/petervonpanda/support

Peter begins this livestream with his thoughts on the new tie-up between Toyota and Haas-Ferrari.  It's basically win-win from every angle - although the whole business of an F1 team by definition designing and building its own car takes a bit of knock when you consider that, in the immediate future, Haas F1 will be co-producing its cars with Ferrari, Toyota and Dallara...There are plenty of questions and comments - as ever - from F1 fans around the world, with subjects ranging from the current Pirelli tyre monopoly to Ford's Walter Hayes suggesting to Jim Clark in early 1967 that he (Jim) should perhaps accept a pay rise.  And there is an exclusive interview with Hyundai's Thierry Neuville, current leader (with two rounds to go) of the FIA World Rally Drivers' Championship.  Fresh from his P4 in the recent Rally of Chile, Thierry braved a bout of the 'flu to talk to Peter on Zoom. So download, brew the coffee and enjoy the latest episode in Peter's highly-acclaimed series of F1 podcasts.With thanks to Hyundai Motorsport; the WRC; Thierry Neuville and Red BullThanks also to Jetcraft, the world's largest buyer and seller of executive jets:https://jetcraft.comTo OEM Exclusive, the passionate suppliers of OEM upgrades for exotic and high-performance vehiclesAnd to TrackNinja, a lap-timer and data app designed to help users improve their on-track car and driver performance through analysis and an innovative Data Garage.  A lite version is free; the loaded version is US$9.99 pcm or $99.99 yearlyhttps://trackninja.appAlpinestars:https://alpinestars.comOscar Razor:Australia's highly-rated, 5-blade razors for men and women https://oscarrazor.com.auFollow Peter on Twitter and Instagram:@peterdwindsorWe support the Race Against Dementia:https://raceagainstdementia.com#standwithukraine Nick: you're always with us Visit: https://youtube.com/peterwindsor for F1 videos past, present and future

Conor Daly's “have helmet, will travel” 2024 tour continues as he was in competition at last weekend's 8 Hours of Indianapolis Intercontinental GT Challenge event. He joins co-host Chase Holden to discuss the nuances that he and Alex Palou experienced in making the transition from a Dallara IndyCar to a GT3 sports car. He explains that ultimately a fuel pick-up failure took him and the Random Vandals team out of contention after running in the top-five for most of the event. They also discuss the star-studded endurance kart race which took place at New Castle Motorsports Park, IndyCar's announcement of the 2026 Arlington Street Race and the upcoming hybrid test at Indianapolis Motor Speedway.The newest member of the Meyer Shank Racing team Marcus Armstrong joins the show to discuss how the new technical alliance between MSR and Chip Ganassi Racing has moved him to the number-66 Dallara for the 2025 IndyCar season. Marcus explains that he has worked with MSR veteran Felix Rosenqvist in the past and the integration from team to team has been smooth thus far. He also opens up about the difficulty in adapting to oval racing after spending the majority of his career progressing up the Formula ladder system in Europe. Marcus explains that even though he had resources like Dario Franchitti at CGR, he as a driver still had to go out on the track and perform, and his first experiences at tracks like Indianapolis and Milwaukee felt like a whirlwind. Marcus is excited to be a part of the IndyCar Series though and hopes that the championship trail will take them to new venues across the globe in the future.

Conor Daly traded his Dallara in for a Silverado this past weekend as he was in NASCAR Truck action at Kansas. He joins co-host Chase Holden to dig into how the Friday night event unfolded and how he managed to bring the PolkaDot sponsored Niece Motorsports number-44 entry home in 17th position. They also catch up on the latest IndyCar off-season news, where Alexander Rossi has been tabbed to be the new pilot for the Ed Carpenter Racing number-20 ride. Conor explains why he is upset with ECR's lack of acknowledgement for former racer Rinus VeeKay's contributions to the team. IndyCar's rumored return to Texas and Michael Andretti stepping down from his position of power at Andretti Global are also discussed.Team Penske Racing Engineer Luke Mason joins the show to help give listeners a better idea of the technical side of IndyCar racing. Through his position on Josef Newgarden's team, Luke has won back to back Indianapolis 500s over the past two seasons. Conor and Luke discuss how some drivers in the paddock have struggled to get used to the heavier Dallara that has developed over the years with the introduction of the aeroscreen and the hybrid system. They also dive into the world of dampers and how much of a difference they make in car setup programs. Conor asks Luke about the aerodynamics of the car and trim methods used to help make speed in qualifying, as well as how his requests to find comfort in the car differ from Josef. 21+ and present in North Carolina. Opt in req. Wager requirements apply. Bonuses awarded as nonwithdrawable bonus bets or profit boost tokens. Restrictions apply including bonus expiration. See terms and conditions at fanduel.com/sportsbookGambling problem? Call 877-718-5543 or visit morethanagame.nc.gov

“The Dallara Stradale is the last of its kind”In this episode of the Third Angle, we head to Italy's Motor Valley to explore the engineering prowess of Dallara, the legendary manufacturer behind some of the most advanced racing cars in the world. Our host Paul Haimes, meets with Andrea Pontremoli, CEO of Dallara, and two members of his team - Luca Pignacca and Daniele Guarnaccia to reveal the story behind the Dallara Stradale, a car that takes Formula car technology to the next level.The Stradale is no ordinary car - built with a fiber carbon monocoque chassis it's designed for maximum strength and minimal weight, meaning it has unparalleled agility on both the track and the road.Find out more about Dallara here.Find out more about Windchill here and CREO here.Your host is Paul Haimes from industrial software company PTC. Episodes are released bi-weekly. Follow us on LinkedIn and X for updates.This is an 18Sixty production for PTC. Executive producer is Jacqui Cook. Sound design and editing by Rema Mukena. Location recording by Mark Dezzani. And music by Rowan Bishop.

Pain management is a specialized medical approach aimed at treating chronic or severe pain. The doctors at Aultman Pain Management help patients control and alleviate pain using various treatments and therapies. This episode of Health Matters includes Aultman Pain Management experts Dr. Sarah Rogers and Dr. Robert Dallara. https://www.medshoprx.com/blog/behind-the-pain-insights-from-pain-management-experts-dr-dallara-and-dr-rogers-aultman-pain-management 

Secrets dished! Stories told! Firsthand accounts from an INTC host who works in the paddock! You'll laugh, you'll cry, you'll ponder the nature of human morality! This episode's title implies a question. For the long answer, press play. The short answer is, “very effectively.” Sometimes. Mostly. (Insert push-to-Penske IndyCar joke here.) This show's format rotates weekly, because squirrel. We call this format “Jeff Shares a Secret.” This episode is just Jeff and Sam. Ross couldn't make it—he was busy [redacted] a [redacted] while [redacted] because the moose had [redacted]. But that's okay, because the Dallara was [redacted] and you can really only eat so much [redacted] before you [redacted] anyway, right? Related Trivia: We could tell you, but then we'd have to kill you. This episode was produced by Mike Perlman. ** Support It's Not the Car: Contribute on Patreon www.patreon.com/notthecar ** Topic suggestions, feedback, questions? Let us know what you think! ⁠⁠INTCPod@gmail.com⁠⁠ ** Check out Sam's new book! ⁠Smithology: Thoughts, Travels, and Semi-Plausible Car Writing, 2003–2023⁠ ** Where to find us: ⁠⁠⁠⁠https://www.instagram.com/intcpod https://www.instagram.com/j.v.braun/ https://www.instagram.com/rossbentley/ https://www.instagram.com/thatsamsmith/ ⁠https://www.facebook.com/INTCpod https://rossbentley.substack.com/ https://speedsecrets.com/ https://www.facebook.com/Drivercoach ** ABOUT THE SHOW: It's Not the Car is a podcast about people and speed. We tell racing stories and leave out the boring parts. Ross Bentley is a former IndyCar driver and an internationally renowned performance coach and author. Jeff Braun is a championship-winning race engineer. Sam Smith is an award-winning journalist and a former executive editor of Road & Track magazine. Together, we explore the emotion at the heart of the machine. We don't love racing for the nuts and bolts—we love it for what it asks of the bag of meat at the wheel. New episodes every Tuesday.

AI e quantum computing: a che punto siamo secondo Andrea Pontremoli (Dallara)?

Charles Dallara, managing director of the Institute of International Finance from 1993–2013, talks about his crisis memoir: Euroshock: How the Largest Debt Restructuring in History Helped Save Greece and Preserve the Eurozone (Rodin Books, 2024). Dallara, who co-led a small team who negotiated a €100-billion write-off of Greek debt in 2011-12, discusses how it felt to be an American "interloper", crippling European indecision, and performative politicians. Produced by Emin Fikić at davidstudio. This is a public episode. If you would like to discuss this with other subscribers or get access to bonus episodes, visit twentyfourtwo.substack.com Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/new-books-network

Charles Dallara, managing director of the Institute of International Finance from 1993–2013, talks about his crisis memoir: Euroshock: How the Largest Debt Restructuring in History Helped Save Greece and Preserve the Eurozone (Rodin Books, 2024). Dallara, who co-led a small team who negotiated a €100-billion write-off of Greek debt in 2011-12, discusses how it felt to be an American "interloper", crippling European indecision, and performative politicians. Produced by Emin Fikić at davidstudio. This is a public episode. If you would like to discuss this with other subscribers or get access to bonus episodes, visit twentyfourtwo.substack.com Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/european-studies

Charles Dallara, managing director of the Institute of International Finance from 1993–2013, talks about his crisis memoir: Euroshock: How the Largest Debt Restructuring in History Helped Save Greece and Preserve the Eurozone (Rodin Books, 2024). Dallara, who co-led a small team who negotiated a €100-billion write-off of Greek debt in 2011-12, discusses how it felt to be an American "interloper", crippling European indecision, and performative politicians. Produced by Emin Fikić at davidstudio. This is a public episode. If you would like to discuss this with other subscribers or get access to bonus episodes, visit twentyfourtwo.substack.com Learn more about your ad choices. Visit megaphone.fm/adchoices

Charles Dallara, managing director of the Institute of International Finance from 1993–2013, talks about his crisis memoir: Euroshock: How the Largest Debt Restructuring in History Helped Save Greece and Preserve the Eurozone (Rodin Books, 2024). Dallara, who co-led a small team who negotiated a €100-billion write-off of Greek debt in 2011-12, discusses how it felt to be an American "interloper", crippling European indecision, and performative politicians. Produced by Emin Fikić at davidstudio. This is a public episode. If you would like to discuss this with other subscribers or get access to bonus episodes, visit twentyfourtwo.substack.com Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/economics

Charles Dallara, managing director of the Institute of International Finance from 1993–2013, talks about his crisis memoir: Euroshock: How the Largest Debt Restructuring in History Helped Save Greece and Preserve the Eurozone (Rodin Books, 2024). Dallara, who co-led a small team who negotiated a €100-billion write-off of Greek debt in 2011-12, discusses how it felt to be an American "interloper", crippling European indecision, and performative politicians. Produced by Emin Fikić at davidstudio. This is a public episode. If you would like to discuss this with other subscribers or get access to bonus episodes, visit twentyfourtwo.substack.com Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/finance

Charles Dallara, managing director of the Institute of International Finance from 1993–2013, talks about his crisis memoir: Euroshock: How the Largest Debt Restructuring in History Helped Save Greece and Preserve the Eurozone (Rodin Books, 2024). Dallara, who co-led a small team who negotiated a €100-billion write-off of Greek debt in 2011-12, discusses how it felt to be an American "interloper", crippling European indecision, and performative politicians. Produced by Emin Fikić at davidstudio. This is a public episode. If you would like to discuss this with other subscribers or get access to bonus episodes, visit twentyfourtwo.substack.com Learn more about your ad choices. Visit megaphone.fm/adchoices

Welcome back to another episode of Chasing the Apex! Today I am sitting down with Fabio Segalini. After earning his Bachelor's Degree in Mechanical Engineering at the University of Parma, Fabio started his professional career with Dallara. While at Dallara, he held a multitude of different design oriented roles. Fabio then became the Technical Director and Race Engineer at Durango Engineering which competed in both the F3000 and GP2 championships. After almost three years with the team, Fabio then made the jump to F1, spending time with Toro Rosso, Sauber F1, and Haas F1. Since then he has spent time with Oreca and Podium Advanced Technologies and has recently started a new position as the Technical Director at MYGALE, a French racing car manufacturer.  Social Media Links: https://linktr.ee/chasingtheapex

In this episode, Nancy Jacklin sits down with Charles Dallara, former US Executive Director of the IMF and Assistant Secretary of the US Treasury, to discuss the IMF's role on financing with particular attention to the IMF's role in sovereign debt crisis resolution.

Chuck Lessick is a chaplain with IndyCar Ministry and travels to most races and test sessions during the year. On Sunday morning of race weekends, Lessick leads a “5-Minute Devotional” with individuals from race teams, workers, sanctioning body staff, media and anyone else who wants to attend. During the week, he also leads a “life group” or “church group” at the Dallara factory in Indianapolis. In this interview, we learn about Lessick's racing background where he's worn multiple hats (including that as a driver). He talks about the challenges that the racing community faces, specifically with the high-pressure environment that team personnel are under (and how to effectively deal with those challenges). As Christmas is just around the corner, this is a gift to our listeners that hopefully you can take this message with you throughout the holidays and into 2024. Enjoy! NOTE: For more information, to donate to IndyCar Ministry, or to contact Lessick, please visit: www.indycarministry.org

4 chiacchiere live con Andrea Pontremoli (Amministratore Delegato e Direttore Generale di Dallara Automobili)

Que Dallara, Executive Vice President and President of the Diabetes Operating Unit at Medtronic, is enthusiastic about the MiniMed 780G system, a recently FDA approved solution for people with type 1 diabetes. This system has a continuous glucose monitor, insulin pump, and mobile app that connects with CareLink, which allows the physician and family members to follow the patient as well.  This automated insulin delivery eliminates the need to count carbs and calibrates to each individual's eating habits for more accurate dosing.  Que explains, "It's the first of its kind that has automated adjustments and corrections to insulin delivery without needing the patient to do anything. The existing systems on the market have automated basal delivery, which helps to some degree, but we've introduced this concept of meal detection technology. It can figure out that you're having a meal. For example, if you're undercounting your carbs, it can notice that you're actually having a meal and then provide order corrections so that you don't go too high. It can do that in a safe way without increasing the risk of hypoglycemia." "So it's very difficult with a CGM alone and with just the patient to make all these decisions throughout the day. What the MiniMed 780G does is automates all of that. There's a CGM, and with the specific algorithm that we have on the 780G. It knows when you're going low, when you're going high, how much insulin on board, the rate of change of all of this, when you might have under-counted carbs, when you may have missed a bolus. And it helps you make the decision automatically. You don't have to be involved. It's truly a hands-off system." @Medtronic #MiniMed780G #Diabetes #Type1Diabete #TypeOneDiabetes #CGM #ContinuousGlucoseMonitoring #MealDetection  medtronicdiabetes.com Download the transcript here

Que Dallara, Executive Vice President and President of the Diabetes Operating Unit at Medtronic, is enthusiastic about the MiniMed 780G system, a recently FDA approved solution for people with type 1 diabetes. This system has a continuous glucose monitor, insulin pump, and mobile app that connects with CareLink, which allows the physician and family members to follow the patient as well.  This automated insulin delivery eliminates the need to count carbs and calibrates to each individual's eating habits for more accurate dosing.  Que explains, "It's the first of its kind that has automated adjustments and corrections to insulin delivery without needing the patient to do anything. The existing systems on the market have automated basal delivery, which helps to some degree, but we've introduced this concept of meal detection technology. It can figure out that you're having a meal. For example, if you're undercounting your carbs, it can notice that you're actually having a meal and then provide order corrections so that you don't go too high. It can do that in a safe way without increasing the risk of hypoglycemia." "So it's very difficult with a CGM alone and with just the patient to make all these decisions throughout the day. What the MiniMed 780G does is automates all of that. There's a CGM, and with the specific algorithm that we have on the 780G. It knows when you're going low, when you're going high, how much insulin on board, the rate of change of all of this, when you might have under-counted carbs, when you may have missed a bolus. And it helps you make the decision automatically. You don't have to be involved. It's truly a hands-off system." @Medtronic #MiniMed780G #Diabetes #Type1Diabete #TypeOneDiabetes #CGM #ContinuousGlucoseMonitoring #MealDetection  medtronicdiabetes.com Listen to the podcast here

Owen Snyder is the mechanical manufacturing and car assembly supervisor for Dallara (the chassis supplier to the NTT IndyCar Series). He also does race track support. Prior to joining Dallara, he worked for a number of different racing teams and organizations as well as with some great racing drivers. Two Indianapolis 500 victories are just part of what he's experienced first-hand. In this interview (conducted in the technical inspection area of the 2023 Acura Grand Prix of Long Beach), he shares some of those experiences with us, and the behind-the-scenes aspects of who and how they made it happen. A true legend of the sport of Indy car racing and one of the most humble and forthright people you'll ever want to meet. Enjoy! NOTE: Dallara manufactures multiple types of race cars for worldwide use. For more information, please visit www.dallara.us By Larry Mason Copyright © 2023 Larry Mason

Following a crash at the 2023 Indianapolis 500 in which Kyle Kirkwood's rear tire flew over the catchfencing and on to a woman's car, the NTT IndyCar Series and its chassis partner Dallara have announced a new rear-wheel bearing retaining nut will debut this weekend at the doubleheader at Iowa Speedway.See omnystudio.com/listener for privacy information.

In this episode of MedtronicTalks, Que Dallara, EVP and President of the Diabetes Business at Medtronic, discusses the company's recent advancements in diabetes management. Dallara, transitioning from the software and technology industry to the medical device industry, draws parallels between control systems in different fields and their application to diabetes management, particularly in the development of closed-loop algorithms for insulin dosing. She also highlights the FDA-approved MiniMed 780G system, which simplifies diabetes management with automatic adjustments for insulin dosing and carbohydrate counting. Finally, Dallara addresses Medtronic's ongoing engagement with the FDA and news of the launch of the MiniMed 780G system in the U.S., sharing more about its meal detection technology and benefits. Thank you to GlobalMed-MDI for sponsoring this episode. To learn more about how GlobalMed-MDI works with medical device companies, visit www.moldeddevices.com. Thank you for listening to the Medtronic Podcast. Subscribe to this podcast on every major podcast platform.

In this episode, Coach Allie and Aaron sit down with Adrian Dallara, co-chair member of the Harry Dallara Foundation, to discuss the foundation's mission of restoring youth ballparks around the country. Adrian shares the story behind the foundation and how it was created in memory of his grandfather, Harry Dallara. The foundation's previous project is also discussed, and as they approach the 2-year anniversary, Adrian talks about the impact it has had on the community. The conversation then shifts to the upcoming June 10th celebration, which will feature a variety of activities including MLB Playball, NIKE RBI program, The Slide Podcast, Kyson "The Kid Umpire", the Greenville Drive, and more. Throughout the episode, it's clear that the Harry Dallara Foundation is committed to rebuilding communities for the benefit of kids. If you're interested in learning more about the foundation or getting involved, be sure to check out their website and social media pages. Links: - Harry Dallara Foundation website: [insert website link] - Harry Dallara Foundation Instagram: [insert Instagram handle] - The Slide Podcast website: [insert website link] - Kyson "The Kid Umpire" @kysonthekidumpire Please email us for any questions or feedback. Help us grow!!! TheSlidePodcastShow@gmail.com Make sure to go leave us a review!!!! Website: www.theslidepodcastshow.com Https://linktr.ee/theslidepodcastshow Facebook: @theslidepodcast Instagram: @theslidepodcastshow TikTok: @theslidepodcastshow Twitter: @theslidepod LinkedIn: @theslidepodcastshow

Founders Fund was fingered in the days after Silicon Valley Bank's collapse as a possible accelerant for the failure. General Partner Keith Rabois talks why that wasn't the case, why TikTok should be banned in the US and why researchers should not pause AI experimentation. Meanwhile stocks closed near session highs as the averages shook off Tuesday's declines. Axonic Director of Research Peter Cecchini talked the market action and Loop Capital's Anthony Chukumba gave instant reaction to RH's earnings. Jon Fortt walks through why Intel had its best day since November and NBER Director Charles Dallara talks calls for more banking regulation.  Our Kate Rogers reports on former Starbucks CEO Howard Schultz time in front of Congress today and Meg Tirrell analyzes the lack of generic drugs on the market. Plus, Macquarie's Tim Nollen on Q2 opportunities in the communication services sector. 

#460 F1 Testing & Your Questions. What do we know about the F1 teams' performance after the pre-season test? Who will win in Bahrain? We try to answer listeners' questions, sensible or not. Plus the On Speed News Squelch on Alfa-Romeo and VW EVs.

4 chiacchiere con Andrea Pontremoli (Dallara)