HISTÓRICO – CUORE SPORTIVO – NINO FARINA
Na semana em que se decide o título de campeão do Mundo, calhou em calendário o dia em que nasceu, há 102 anos, aquele que foi o primeiro Campeão do Mundo da era moderna, em 1950. Pertencente à geração que brilhou nas pistas europeias na década de 30, ainda voltou à competição após a II Guerra Mundial para competir nas melhores máquinas de então, os Alfa Romeo, e ainda dominou o panorama automobilístico durante boa parte dos anos 50.
Hoje falo de Nino Farina, o primeiro campeão de Formula 1.
Nasceu a 30 de Outubro de 1906 em Turim, membro da família que mais tarde fundou a marca Pininfarina (o seu fundador, Giovanni Battista, era seu tio, e ambos tinham 13 anos de diferença), era membro de uma família abastada. Foi para a universidade para tirar uma licenciatura em Ciência Politica na Universidade de Turim. Chegou a considerar uma carreira militar, mas em 1932, aos 26 anos, decidiu que iria abraçar uma carreira automobilística.
Começou primeiro a correr em rampas, a bordo de um Maserati, mas depois foi para a Scuderia Ferrari, onde a bordo de Alfa Romeos, fez parceria com o lendário Tazio Nuvolari. Em 1938 e 39, começa a alcançar bons resultados, e começa também a ganhar reputação de ser um piloto rápido, sem medo, mas por vezes brutal. Em 1936, foi considerado por muitos como o culpado pelo acidente mortal de Marcel Lehoux, no GP de Deauville, e dois anos depois, em Tripoli, envolveu-se no acidente mortal de Lazlo Hartmann. Anos mais tarde, Stirling Moss disse acerca do estilo de Farina: “Naquele tempo, havia uma certa tolerância a manobras sujas e todos nós, às vezes, lançávamos mão delas. Mas Farina abusava. Ele era um combatente sobrevivente reclamando da incompetência das suas vítimas e ninguém discordava de que ele havia causado ambos os acidentes fatais”.
No caso da morte de Lazlo Hartmann, as autoridades atribuíram a causa do acidente a “um golpe de vento”, que teria feito com que o piloto perdesse o controle do carro mas testemunhas garantiram que o problema foi apenas Lazlo, correndo com um carro muito menos veloz do que o de Farina, não ter saído da frente do italiano rápido o bastante. Esses rumores eram tão fortes, mesmo após a sua morte que Enzo Ferrari, na sua autobiografia de 1983, “Piloti, che gente…”, dedicou muitas linhas em desmentir categoricamente esses rumores.
A sua carreira começava a chegar ao seu auge, com a vitória no GP de Tripoli, em 1940, quando a Itália entra na II Guerra Mundial, e a sua carreira fica congelada. Quando a paz volta à Europa, Farina tem quase 40 anos, mas volta a acção com um Maserati privado, vencendo em 1946 o Grand Prix des Nations, em Genebra, uma das primeiras corridas na pós-guerra. Em 1948, vence o GP do Mónaco, tornando-se num dos melhores pilotos em actividade. A Alfa Romeo o contratou no ano seguinte, correndo ao lado de Jean-Pierre Wimille, mas quando este morreu, nesse ano, liderou a equipa para o primeiro campeonato mundial de Formula 1 organizado pela FIA, em 1950, ao lado de Luigi Fagioli e de um argentino recém-chegado à Europa chamado Juan Manuel Fangio.
O campeonato começa em Silverstone, em Inglaterra, a 13 de Maio, onde perante mais de 125 mil espectadores, torna-se no primeiro vencedor de uma corrida de Formula 1. A temporada torna-se numa batalha interna entre ele e Fangio, pois para além de Silverstone, ganha na Suiça e em Itália, enquanto que o argentino vence no Mônaco, Bélgica e França. Mas Farina foi mais regular, e vence o título mundial com 30 pontos, contra os 27 de Fangio.
No ano seguinte, continua na Alfa Romeo, mas aos poucos, o domínio dos Alfa era contestado pela Ferrari, que com o seu Tipo 375. Farina vence na Bélgica, mas é a sua única vitória no ano, e acaba o campeonato na quarta posição, com 19 pontos, num campeonato ganho pela Alfa Romeo, e por o seu grande rival, Juan Manuel Fangio. Em 1952, após a retirada da Alfa Romeo da competição, vai para a Ferrari, onde só consegue quatro segundos lugares, numa temporada dominada pelo seu compatriota Alberto Ascari. No final, foi vice-campeão do Mundo, com 24 pontos.
Em 1953, continuando pela Ferrari, vai correr no GP inicial, que decorria pela primeira vez no circuito de Buenos Aires, na Argentina, onde tinham aparecido mais de cem mil pessoas. O líder argentino, Juan Peron, ordenou que os portões fossem abertos, e milhares ficaram perigosamente perto da pista. Inevitavelmente, o desastre aconteceu, quando na volta 30, Farina, para evitar atropelar uma criança, perde o controlo do seu carro e atropela 49 pessoas, matando sete delas. Contudo, ele sempre disse que a culpa não era dele, mas sim dos que estavam perigosamente encostados à berma. Na realidade, o culpado era Perón, mas naquela altura não se podia dizer isso…
Nesse ano, Farina voltou às vitórias, no lendário circuito Nordschliefe, em Nurbrurgring, mas essa seria a sua única (e mais tarde última) vitória, numa temporada dominada por Alberto Ascari. No final do ano, conseguiu 26 pontos e o terceiro lugar no campeonato.
Por esta altura, já tinha 47 anos e continuava a correr, mas a idade já pesava sobre ele. Em 1954, volta a ser primeiro piloto da Ferrari, e acaba em segundo lugar no GP da Argentina, na primeira prova do ano. Contudo, dois acidentes graves, primeiro nas Mille Miglia, onde sustenta algumas feridas, e depois em Monza, numa prova de carros de Sport, onde uma peça solta perfura o tanque de gasolina, fazendo com que o cockpit fica imerso em chamas. Farina queima-se bastante e a sua recuperação demora quase seis meses, falhando o resto da temporada.
Em 1955, ainda combalido, volta à competição, conseguindo correr o GP da Argentina a base de injecções de analgésico para diminuir a dor. Mesmo assim, termina em segundo lugar, partilhando a condução com Froilan Gonzalez e Maurice Trintignant. Neste ano, mostrou os dentes pela última vez, no circuito de Spa-francochamps, na Belgica, onde numa dura disputa com o seu compatriota Eugenio Castellotti, empurra-o em direcção aos boxes, com o agravante de que naquela altura não havia nenhum muro separando da pista! Castellotti, porém, consegue parar o seu carro em segurança, e Farina termina a corrida na terceira posição. Iria ser a sua última da carreira, pois as sequelas das queimaduras perseguiam Farina durante o resto do ano. Aliado ao peso da idade, levaram-no a diminuir seu envolvimento com as corridas, e dedicando-se mais à venda de automóveis na sua Turim natal.
A sua carreira na Formula 1: 34 Grandes Prémios, em seis temporadas (1950-55), cinco vitórias, cinco pole-positions, cinco voltas mais rápidas, vinte pódios, 115,33 pontos no total. Campeão do Mundo de Formula 1 em 1950.
Anos depois, Juan Manuel Fangio disse acerca dele: “Ele era estranho. Nunca foi visitar um corredor ferido. Quando eu fui visita-lo no hospital, ele me perguntou o porquê da minha visita. Disse que sentia muito por ele e que queria vê-lo bem. Ele me respondeu que eu deveria estar feliz, pois era um a menos a enfrentar na corrida seguinte. Na pista, era um louco”.
Talvez tenha sido ele quem inspirou os argumentistas de “Grand Prix”, em particular no famoso diálogo que Jean Pierre Sarti, o personagem interpretado pelo ator francês Yves Montand, onde fala da maneira como encarava as corridas:
“Quando vejo um acidente, eu piso o pedal a fundo, com força, pois sei que os outros irão diminuir o seu ritmo.
– Que maneira terrível de vencer, diz sua interlocutora.
– Não, não há maneiras terríveis de vencer. Existe apenas vencer”.
Depois da Formula 1, Nino Farina tenta a sua sorte nas 500 Milhas de Indianápolis por duas vezes, em 1956 e 57. Tem dois acidentes graves, e decide acabar com a sua carreira de vez. Torna-se representante da Alfa Romeo e da Jaguar em Itália, e permanece envolvido nos Grandes Prémios até o dia 30 de Junho de 1966, quando a caminho da ir ver o GP de França, perto de Chamberry, perde o controlo do seu Lotus-Cortina e bate num poste telefónico, matando-o instantaneamente. Tinha 59 anos.
Fontes: https://en.wikipedia.org/wiki/Nino_Farina – https://www.grandprix.com/gpe/drv-fargiu.html – https://forix.autosport.com/8w/farina.html
(reprodução)
Isso que é aula…
Isso que é aula…
Caro Saloma:
Há uma pequena incorreção no texto que você postou:
” No ano seguinte, continua na Alfa Romeo, mas aos poucos, o domínio dos Alfa era contestado pela Ferrari, que com o seu Tipo 375. Farina vence na Bélgica, mas é a sua única vitória no ano, e acaba o campeonato na quarta posição, com 19 pontos, num campeonato ganho pela Ferrari, e por o seu grande rival, Juan Manuel Fangio. ”
O campeão de 1951, Juan Manuel Fangio, também correu pela Alfa Romeo.
Um abraço.
Ricardo Cunha
Caro Saloma:
Há uma pequena incorreção no texto que você postou:
” No ano seguinte, continua na Alfa Romeo, mas aos poucos, o domínio dos Alfa era contestado pela Ferrari, que com o seu Tipo 375. Farina vence na Bélgica, mas é a sua única vitória no ano, e acaba o campeonato na quarta posição, com 19 pontos, num campeonato ganho pela Ferrari, e por o seu grande rival, Juan Manuel Fangio. ”
O campeão de 1951, Juan Manuel Fangio, também correu pela Alfa Romeo.
Um abraço.
Ricardo Cunha
Ricardo, como sempre atento…juro que passou despercebido, às 3:56 da matina, acho que até sobrevivi aos erros…
tks
LS
Ricardo, como sempre atento…juro que passou despercebido, às 3:56 da matina, acho que até sobrevivi aos erros…
tks
LS
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Nosso amigo Johnny’O vai babar.
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Isso é uma overdose, viagem completa.
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Muito boa a matéria, mostrando um pouco do que eram as corridas e os pilotos daquela época.
Pilotos de verdade.
Muito boa a matéria, mostrando um pouco do que eram as corridas e os pilotos daquela época.
Pilotos de verdade.
Ceregatti, verdade, fiquei babando mesmo!
Adoro tudo que se passou no automobilismo nestes tempos , a sinceriadade dos pilotos que eram verdadeiros herois e o amor pelas maquinas ,a enorme diferença entre elas ,cada uma seguindo sua teoria tecnica .
Que venham mais textos assim Saloma!
Ceregatti, verdade, fiquei babando mesmo!
Adoro tudo que se passou no automobilismo nestes tempos , a sinceriadade dos pilotos que eram verdadeiros herois e o amor pelas maquinas ,a enorme diferença entre elas ,cada uma seguindo sua teoria tecnica .
Que venham mais textos assim Saloma!
Saloma, queremos as fotos de domingo no Paddock!
Grande abraço
Saloma, queremos as fotos de domingo no Paddock!
Grande abraço
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Saloma, meio fora de contexto minha pergunta, mas vai assim mesmo. Não dá pra você melhorar essa marca d’água que tu tá aplicando nas fotos não? Aliás, nem marca é, isso é um carimbo que rouba quase um terço das fotos! Eu sei que é chato copiarem seu material sem dar o crédito, mas o que eu, leitor assíduo desse boteco e admirador incondicional do seu trabalho, tenho a ver com isso??? Pô, afinal, isso me atrapalha a admirar as fotos pácas!!!! Sério, estuda um jeito de diminuir isso ou mesmo incorporar seus dados dentro da foto, e não do lado de fora, que têm jeito. Abraço fraterno, Nikollas.
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The following pointers are quite correct
How can bags excursion over fair issues?
How can bags excursion over fair issues?
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