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Spesso sentiamo parlare di gare di regolarità in merito alle numerose e stupende competizioni che a Brescia si organizzano nell’ambito dell’ automobilismo storico. Una delle gare di regolarità davvero meravigliose è la “Coppa delle Alpi”. La seconda edizione di questa meravigliosa competizione avrebbe dovuto svolgersi fra pochi mesi. tuttavia a causa dei disagi dovuti al Covid si svolgerà nel 2022. La competizione montana possiamo affermare sia seconda solamente all’icona delle competizioni di automobilismo storico: la “1000Miglia”. Dal 1977 in effetti, anno in cui la 1000Miglia venne ripresa dopo la chiusura del 1957 subì la mutazione da gara di velocità alla più moderna e concepibile oggi, competizione di regolarità. Questo tipo di gara è assolutamente meno pericolosa delle competizioni di velocità ma soprattutto è adatta anche a svolgersi ai nostri giorni su strade libere, quindi non per forza su specifici circuiti automobilistici chiusi al traffico. Oggi la maggior parte delle competizioni automobilistiche che si svolgono su strade normali sono generalmente di regolarità. Vi immaginereste oggi un’ esasperata gara di velocità su strade normali? Sarebbe proibitiva, non fattibile sia a livello legale che burocratico. In definitiva com’è che funziona una gara di regolarità? Prenderemo spunto da un bell’articolo uscito sul blog www.leggendaria.eu. In questo redazionale si spiega molto bene come funzionino questo genere di competizioni. Noi in questo articolo cercheremo di spiegare il tutto con semplicità, in modo che bene o male tutti i lettori possano comprenderne la dinamica ed apprezzare maggiormente le gare di questo tipo. Solitamente queste gare sono organizzate dal CSAI o nel caso di gare amatoriali da scuderie automobilistiche private. La durata di una gara di regolarità può essere di qualche giorno come ad esempio i quattro giorni della 1000Miglia e dalla Coppa delle Alpi ma possono anche e svolgersi su due giorni, magari sabato e domenica. E’ comunque abitudine comprendere in questi giorni anche i fine settimana. In una gara di regolarità è previsto che il percorso sia definito tramite un apposito e dettagliato “Road Book”, una sorta di vero e proprio manuale di gara per intenderci, un manuale che spiega tutto sulla strada da percorrere, rettilinei, curve ma anche altro. Il Road Book viene in genere consegnato ad ogni partecipante la competizione. Sul Road Book sono inserite le informazioni necessarie per affrontare il percorso su lunghezze variabili in genere dagli 80 ai 300 km mantenendo una media oraria indicata sul manuale e controllata tramite controlli orari segnalati sullo stesso manuale di gara o “Road Book”. Durante questi controlli ogni vettura dovrà transitare nell’orario stabilito entro i 60 secondi di competenza. Per poter gareggiare in una gara di regolarità dedicata alle auto storiche le vetture rientranti in questa tipologia, ovvero che avessero almeno trent’anni di età, devono necessariamente essere in regola con il codice della strada quindi essere in possesso di Fiche tecnica rilasciata dal CSAI o dall’ ASPI. Prima della gara ad ogni concorrente verrà rilasciato un numero. In questo caso la partenza verrà stabilita a rispetto della numerazione con cadenza di una vettura ogni 30 o 60 secondi. Ogni automobile dovrà essere provvista di un equipaggio in genere composto da Driver (pilota) e da un navigatore. In una gara di velocità il pilota è la figura di spicco, in questo caso il Navigatore non è meno importante del pilota in quanto è quella figura che possiede il delicato compito di “portare il driver sul tubo”, (in seguito scopriremo cosa significa questa parola pronunciata in un particolare “gergo” da gara). Sempre il navigatore dovrà lavorare sul Road Book ovvero fornire le esatte indicazioni al pilota sul percorso da seguire. In questo caso il navigatore dovrà aver ben presente il Road Book, conoscerlo molto bene, dato che dovrà indicare al driver le indicazioni stradali esatte, come pure le distanze delle prove cronometrate. In pratica il navigatore dovrà essere per il pilota una sorta di “bussola” di orientamento un po’ in tutta la dinamica della competizione. Un particolare molto importante sta nel fatto che proprio il navigatore gestisca il cronometro. Dopo questo inizio possiamo dire per riassumere che tutto sia abbastanza semplice nella teoria e che il cuore della competizione si svolga “sui tubi”. Durante il percorso della gara sarà necessario affrontare alcune prove chiamate prove speciali. Le prove speciali possono variare da 30 metri (quelle brevi) a distanze di chilometri (quelle lunghe), esse prevedono che un tratto di strada sia percorso in un tempo stabilito e calcolato addirittura al centesimo di secondo. Non è per nulla facile affrontare le prove a questa condizioni. Ma cosa sono i famosi tubi? Ora cercheremo di scoprirlo ricordandoci sempre del fatto  che la gara si svolga “sui tubi”. Su alcuni tratti del manto stradale vengono posizionati dei tubi di gomma ( grossi cavi di gomma) che servono per affrontare le prove, essi sono collegati ad un’apposita strumentazione elettronica di cronometraggio. Questi particolari strumenti sono utilizzati dal team di cronometristi che organizza le misure a tempo. Dai tubi è possibile rilevare i tempi di passaggio ovvero il momento in cui le ruote anteriori della vettura schiacceranno i tubi. In quel preciso momento scatterà la misurazione del tempo. Nel punto di fine della prova verrà posizionato un secondo tubo che quando sarà schiacciato dalla vettura fornirà lo stop al cronometro e quindi fornirà il tempo preciso di passaggio del veicolo. In questo tipo di gara spesso le prove sono fra loro concatenate ovvero i veicoli si troveranno davanti ad una serie tratti stradali con tubi per prove di durata variabile da 30 metri a vari chilometri. In questo caso il secondo tubo schiacciato fermerà il conteggio fino al prossimo tubo schiacciato che ne riaprirà un secondo e così via, in una serie di rilevazioni cronometrate. in varie prove concatenate. Potrebbe teoricamente apparire tutto molto semplice ma nella pratica non lo è affatto. Tante sono le variabili che possono far sballare i tempi come pure gli imprevisti come il traffico, un passaggio a livello che si chiude e quindi obbliga all’attesa, imboccare una strada sbagliata e poi tornare sulla via giusta e tant’altro. Tutto questo potrebbe far perdere tempo prezioso ed il tempo in questo caso è sovrano, dato che si hanno in genere 60 secondi per transitare e fare timbrare la tabella di marcia da parte del giudice di gara posizionato in una apposita postazione rispettando il lato del navigatore. La maggior difficoltà del pilota o driver è quella di permettere il transito sul tubo da parte della vettura con una precisione del tempo al centesimo di secondo, stando al controllo cronometrico del navigatore. Nelle competizioni moderne in genere il cronometro elettronico viene installato sulla vettura ed ha collegato un pulsante che il navigatore dovrà premere verificando il momento nel quale la ruota della vettura visibile a lui, quindi sul lato destro, schiacci il tubo di rilevazione. In questo caso sempre il navigatore dovrà premere il pulsante del cronometro aprendo e chiudendo ogni passaggio sui tubi. Un compito che garantisco non sia per nulla facile, anzi un compito davvero molto delicato in grado di “mandare all’aria” i propri risultati se svolto in modo scorretto. In questo caso il vincitore della competizione sarà quell’equipaggio che commetterà meno errori misurati al centesimo di secondo, rispetto al passaggio teorico, sempre che non ci siano nel regolamento di gara particolari penalità per quanto riguardi i controlli orari. Per capirci: spesso accade che ci siano vetture più facili da guidare mentre altre meno facili, dipendendo dall’età del veicolo. In genere si suppone che quanto più una vettura sia antica, quanto maggiore sia la difficoltà di guida pertanto, per poter stilare la classifica i coefficienti di penalità potranno essere moltiplicati per 1 X… (l’ anno di costruzione dell’auto). Facciamo un esempio pratico per capirne meglio la dinamica: se la vettura fosse stata costruita nel 1960 il coefficiente sarà di 1,60 se del 1957 sarà di 1,57 se del 1970 sarà di 1,70 e via dicendo. Le classifiche in genere sono divise per classe di veicolo ed oggi in molte gare stanno facendo la propria comparsa equipaggi femminili e quindi apposite classifiche. Molti club premiano ad esempio i concorrenti più anziani, altri ancora il navigatore più giovane. I piloti più esperti, appassionati ed allenati, piloti che hanno all’attivo moltissime vittorie sono detti “Top Driver”. In questo caso si tratta di veri e propri professionisti della regolarità, driver che hanno un grande affiatamento con la propria vettura e il proprio navigatore, che spesso per questo motivo in genere è sempre lo stesso. Questi piloti all’over the top sono espertissimi nel tenere la tempistica al centesimo di secondo. Detto questo credo sia più semplice potersi rendere conto del fatto che le competizioni di regolarità come la 1000 Miglia, la Coppa della Alpi, od altre gare di questo tipo, non siano semplici passerelle come in genere si è abituati a pensare ma impegnative competizioni combattute al centesimo di secondo da equipaggi talvolta davvero esperti, equipaggi che nell’arco dell’anno si allenano per vincere le gare a cui desiderano partecipare. Vincere una gara di regolarità necessita in fatto di tempo un allenamento costante e per arrivare a questo quindi, tantissima passione per i motori e per la competizione.

Maira Alcantara
Author: Maira Alcantara

free lance generalista, incaricata anche per articoli speciali relativi a settore sport ed automobilismo storico e moderno

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