Jean-Pierre Wimille was a Grand Prix motor racing driver and a member of the French Resistance during World War II. Born in Paris, France to a father who loved motor sports and was employed as the motoring correspondent for the Petit Parisien newspaper, Jean-Pierre Wimille developed a fascination with racing cars at a young age, he was 22 years old when he made his Grand Prix debut, driving a Bugatti 37A at the 1930 French Grand Prix in Pau. Driving a Bugatti T51, in 1932 he won the La Turbie hill climb, the Grand Prix de Lorraine and the Grand Prix d'Oran. In 1934 he was the victor at the Algerian Grand Prix in Algiers driving a Bugatti T59 and in January 1936 he finished second in the South African Grand Prix held at the Prince George Circuit in East London, South Africa won the French Grand Prix in his home country. Still in France, that same year he won the Deauville Grand Prix, a race held on the city's streets. Wimille won in his Bugatti T59 in an accident-marred race that killed drivers Raymond Chambost and Marcel Lehoux in separate incidents.
Of the 16 cars that started the race, only three managed to finish. In 1936, Wimille traveled to Long Island, New York to compete in the Vanderbilt Cup where he finished 2nd, behind the winner, Tazio Nuvolari, he competed in the 24 hours of Le Mans endurance race, winning in 1937 and again in 1939. When World War II came, following the Nazi occupation Wimille and fellow Grand Prix race drivers Robert Benoist and William Grover-Williams joined the Special Operations Executive, which aided the French Resistance. Of the three, Wimille was the only one to survive. Jean-Pierre Wimille married Christiane de la Fressange with whom he had a son, François born in 1946. At the end of the War, he became the No. 1 driver for the Alfa Romeo team between 1946 and 1948, winning several Grand Prix races including his second French Grand Prix. From 1946 on, Wimille designed cars in Paris under the brand-name Wimille. Between 1946 and 1950 around eight cars were built, at first with Citroën-engines with Ford V8-engines.
Jean-Pierre Wimille died at the wheel of Simca-Gordini during practice runs for the 1949 Buenos Aires Grand Prix. He is buried in the Cimetière de Passy in Paris. There is a memorial to him at the Porte Dauphine on the edge of the Bois de Boulogne in Paris; some of Jean-Pierre Wimille's race victories: 1932: Grand Prix de Lorraine Grand Prix d'Oran1934: Grand Prix of Algeria – Bugatti T591936: French Grand Prix – Bugatti T57G Grand Prix de la Marne – Bugatti T57G Deauville Grand Prix – Bugatti T59 Grand Prix du Comminges – Bugatti T59/571937: Pau Grand Prix – Bugatti T57G Grand Prix de Böne – Bugatti T57 24 hours of Le Mans – Bugatti T57G driving with Robert Benoist Grand Prix de la Marne – Bugatti T571939: Coupe de Paris Grand Prix du Centenaire Luxembourg – Bugatti T57S45 24 hours of Le Mans – Bugatti T57C driving with Pierre VeyronPost War – 1945: Coupe des Prisonniers – Bugatti sprint car1946: Coupe de la Résistance – Alfa Romeo 308 Grand Prix du Roussillon – Alfa Romeo 308 Grand Prix de Bourgogne – Alfa Romeo 308 Grand Prix des Nations – Geneva – Alfa Romeo 1581947: Swiss Grand Prix – Alfa Romeo 158 Belgian Grand Prix – Alfa Romeo 158 Coupe de Paris1948: Grand Prix de Rosario – Simca- Gordini 15 French Grand Prix – Alfa Romeo 158 Italian Grand Prix – Alfa Romeo 158 Autodrome Grand Prix – Alfa Romeo 158/47 Paris, Jean-Michel and Mearns, William D: "Jean-Pierre Wimille: à bientôt la revanche", Editions Drivers, Toulouse, 2002, ISBN 2-9516357-5-3 Saward, Joe: "The Grand Prix Saboteurs", Morienval Press, London, 2006, ISBN 978-0-9554868-0-7 Grand Prix History – Hall of Fame, Jean-Pierre Wimille Jean-Pierre Wimille grave photos at Cimetière de Passy
Cirillo Pagani, nicknamed "Nello", was an Italian Grand Prix motorcycle road racer and Formula One driver. He was born in Milan and died in Bresso, he was known for his long career, spanning from 1928 to 1955, for becoming the first 125cc World Champion in the inaugural 1949 campaign. He became a double Champion in that first year of the World Championship series. In the 500cc class he was runner-up; the series was run over six rounds with a rider's best three scores counting towards the championship. Englishman Les Graham on an AJS was Pagani's main rival. Although Pagani scored more overall points than Graham, he lost the championship with two wins and a third place as his scores that counted, whilst Graham had two wins and a second. Pagani's car racing exploits resulted in wins at the Pau Grand Prix in 1947 and 1948, before his single Formula One World Championship Grand Prix, on 4 June 1950, in the 1950 Swiss Grand Prix at Bremgarten, he scored no championship points. He finished fourth in the Modena Grand Prix that year, driving a Simca-Gordini.
In 1952 Pagani finished second in class in the Mille Miglia, driving an OSCA but was more involved with motorcycle racing and became the manager of the MV Agusta team. He was the father of Alberto Pagani, a racing motorcyclist. 1949 point system: Points system from 1950 to 1968: 5 best results were counted up until 1955
In motorsport the pole position is the position at the inside of the front row at the start of a racing event. This position is given to the vehicle and driver with the best qualifying time in the trials before the race; this number-one qualifying driver is referred to as the pole sitter. Grid position is determined by a qualifying session prior to the race, where race participants compete to ascend to the number 1 grid slot, the driver, pilot, or rider having recorded fastest qualification time awarded the advantage of the number 1 grid slot ahead of all other vehicles for the start of the race; the fastest qualifier was not the designated pole-sitter. Different sanctioning bodies in motor sport employ different qualifying formats in designating who starts from pole position. A starting grid is derived either by current rank in the championship, or based on finishing position of a previous race. In important events where multiple qualification attempts spanned several days, the qualification result was segmented or staggered, by which session a driver qualified, or by which particular day a driver set his qualification time, only drivers having qualified on the initial day eligible for pole position.
In a phenomenon known as race rigging, where race promoters or sanctioning bodies invert their starting grid for the purpose of entertainment value, the slowest qualifier would be designated as pole-sitter. In contrast to contemporary motorsport, where only a race participant is designated pole-sitter, prior to World War II, the pace car was designated as official pole-sitter for the Indianapolis 500; the term has its origins in horse racing, in which the fastest qualifying horse would be placed on the inside part of the course, next to the pole. In Grand Prix racing, grid positions, including pole, were determined by lottery among the drivers. Prior to the inception of the Formula One World Championship, the first instance of grid positions being determined by qualifying times was at the 1933 Monaco Grand Prix. Since the FIA have introduced many different qualifying systems to Formula One. From the long-standing system of one session on each of Friday and Saturday, to the current knockout-style qualifying leaving 10 out of 20 drivers to battle for pole, there have been many changes to qualifying systems.
Between 1996 and 2006, the FIA made 6 significant changes to the qualifying procedure, each with the intention of making the battle for pole more interesting to viewers at home. Traditionally, pole was always occupied by the fastest driver due to low-fuel qualifying; the race-fuel qualifying era between 2003 and 2009 changed this. Despite the changing formats, drivers attempting pole were required between 2003 and 2009 to do qualifying laps with the fuel they would use to start the race the next day. An underfuelled slower car and driver would therefore be able to take pole ahead of a better but heavier-fueled car. In this situation, pole was not always advantageous to have in the race as the under-fueled driver would have to pit for more fuel before their rivals. With the race refueling ban introduced, low-fuel qualifying returned and these strategy decisions are no longer in play; when Formula One enforced the 107% rule between 1996 and 2002, a driver's pole time might affect slower cars posting times for qualifying, as cars that could not get within 107% of the pole time were not allowed start the race unless the stewards decided otherwise.
Since the reintroduction of the rule in 2011, this only applies to the quickest first session time, not the pole time. From 2014 to 2017, the FIA awarded a trophy to the driver who won the most pole positions in a season without sponsorship. From 2018, the FIA Pole Trophy has been renamed the Pirelli Pole Position Award, with the polesitter at each race winning a Pirelli wind tunnel tyre with the name of the polesitter and their time; the driver with the most pole positions at the end of the season wins a full-size engraved Formula 1 tyre. indicates that the driver won the World Championship in the same season. IndyCar uses four formats for qualifying: one for most oval tracks, one for Iowa Speedway, one for the Indianapolis 500, another for road and street circuits. Oval qualifying is like the Indianapolis 500, with two laps, instead of four, averaged together with one attempt, although with just one session. At Iowa, each car takes one qualifying lap, the top six cars advance to the feature race for the pole position.
Positions from 7th onward are assigned to their races, based on time, with cars in the odd-numbered finishing order starting in one race, cars in the even-numbered finishing order starting in the second race. The finishing order for the odd-numbered race starts on the inside, starting in Row 6, even-numbered race on the outside based on finishing position, again from Row 6, except for the top two in each race, which start in the inside and outside of the race for the pole position; the result of the feature race determines positions 1–10. All three races are 50 laps. On road and street courses, cars are drawn randomly into two qualifying groups. After each group has one twenty-minute session, the top six cars from each group qualify for a second session; the cars that finished seventh or worse are lined up by their times, with the best of these times starting 13th. The twelve remaining cars run a 15-minute session, after which the top six cars move on to a final 10-minute session to determine positions one through six on the grid.
The Iowa format was instituted in 2012 with major modifications (times set based on open qualifying session in second pract
Monte Carlo refers to an administrative area of the Principality of Monaco the ward of Monte Carlo/Spélugues, where the Monte Carlo Casino is located. Informally the name refers to a larger district, the Monte Carlo Quarter, which besides Monte Carlo/Spélugues includes the wards of La Rousse/Saint Roman, Larvotto/Bas Moulins, Saint Michel; the permanent population of the ward of Monte Carlo is about 3,500, while that of the quarter is about 15,000. Monaco has four traditional quarters. From west to east they are: Fontvieille, Monaco-Ville, La Condamine, Monte Carlo. Monte Carlo is situated on a prominent escarpment at the base of the Maritime Alps along the French Riviera. Near the quarter's western end is the world-famous Place du Casino, the gambling center which has made Monte Carlo "an international byword for the extravagant display and reckless dispersal of wealth", it is the location of the Hôtel de Paris, Café de Paris and Salle Garnier. The quarter's eastern part includes the community of Larvotto with Monaco's only public beach, as well as its new convention center, the Monte-Carlo Bay Hotel & Resort.
At the quarter's eastern border, one crosses into the French town of Beausoleil, just 8 kilometres to its east is the western border of Italy. By the 1850s Monaco's reigning family was bankrupt. At the time, a number of small towns in Europe were growing prosperous from the establishment of casinos, notably in German towns such as Baden-Baden and Homburg. In 1856 Charles III of Monaco granted a concession to Napoleon Langlois and Albert Aubert to establish a sea-bathing facility for the treatment of various diseases, to build a German-style casino in Monaco; the initial casino was not a success. The success of the casino grew largely due to the area's inaccessibility from much of Europe; the installation of the railway in 1868, brought with it an influx of people into Monte Carlo and saw it grow in wealth. Saint-Charles Church on Monte Carlo's Avenue Sainte-Charles was completed in 1883, it was restored in its centenary year. In 1911 when the Constitution divided the principality of Monaco in three municipalities, the municipality of Monte Carlo was created covering the existing neighborhoods of La Rousse/Saint Roman, Larvotto/Bas Moulins and Saint Michel.
The municipalities were merged into one in 1917, after accusations that the government was acting according to the motto "divide and conquer" and they were accorded the status of wards thereafter. Today, Monaco is divided into 10 wards, with an eleventh ward planned to encompass land reclaimed from the sea; the quarter of Monte Carlo was served by tramways from 1900 to 1953. In 2003 a new cruise ship pier was completed in the harbour at Monte Carlo. Monte Carlo has a warm-summer Mediterranean climate, influenced by oceanic climate and humid subtropical climate; as a result, it has mild, rainy winters. Monte Carlo is host to most of the Circuit de Monaco, on which the Formula One Monaco Grand Prix takes place, it hosts world championship boxing bouts, the European Poker Tour Grand Final and the World Backgammon Championship as well as the Monaco International Auto Show, fashion shows and other events. Although the Monte Carlo Masters tennis tournament is billed as taking place in the community, its actual location is in the adjacent French commune of Roquebrune-Cap-Martin.
Monte Carlo has been visited by royalty as well as the public and movie stars for decades. The Monte Carlo Rally is one of most respected car rallies; the rally, takes place outside the Monte Carlo quarter and is run on French roads. Monte Carlo is one of Europe's leading tourist resorts, although many of the key tourist destinations are in other parts of Monaco, including such attractions as Monaco Cathedral, the Napoleon Museum, the Oceanographic Museum and aquarium, the Prince's Palace, all of which are in Monaco-Ville; the Opéra de Monte-Carlo or Salle Garnier was built to designs of the architect Charles Garnier, who designed the Paris opera house now known as the Palais Garnier. Although much smaller, the Salle Garnier is similar in style with decorations in red and gold, frescoes and sculptures all around the auditorium, it was inaugurated on 25 January 1879 with a performance by Sarah Bernhardt dressed as a nymph. The first opera performed there was Robert Planquette's Le Chevalier Gaston on 8 February 1879, and, followed by three more in the first season.
With the influence of the first director, Jules Cohen and the fortunate combination of Raou
Doctor Emilio Giuseppe "Nino" Farina, was an Italian racing driver and was the first official Formula One World Champion, gaining the title in 1950. He was the Italian Champion in 1937, 1938 and 1939. Born in Turin, Farina was the son of Giovanni Carlo Farina who founded the Stabilimenti Farina coachbuilder, he began driving a two-cylinder Temperino, at the age of just nine. Farina became a Doctor of Political Science, he cut short a career as a cavalry officer with the Italian army to fulfil a different ambition: motor racing. While still at university Farina purchased his first car, a second-hand Alfa Romeo, ran it in the 1925 Aosta-Gran San Bernardo Hillclimb. While trying to beat his father, he crashed, breaking his shoulder and receiving facial cuts, establishing a trend that continued throughout his crash-prone career, his father finished fourth. During the 1933 and 1934 seasons Farina returned to the sport, racing Maseratis and Alfa Romeos for Gino Rovere and Scuderia Subalpina, began a friendship with Italian racing legend Tazio Nuvolari.
It was Nuvolari who to guided Farina's early career. In 1935, he raced for the factory Maserati team, showing enough promise to impress Enzo Ferrari, who recruited him to drive for Scuderia Ferrari, the team that ran the works-supported Alfa Romeos, it was in an Alfa Romeo 8C that he finished second in the Mille Miglia, after driving through the night without lights. He made mistakes aplenty, but kept coming back for more and became a Grand Prix winner, when he won the 1937 Grand Prix of Naples. Although he was noted for his driving style and intelligence, he had a petulant streak and disregard for his fellow competitors whilst on the race track, he was involved in two fatal accidents. The first was during the 1936 Grand Prix de Deauville, when he tried to pass Marcel Lehoux for second. Farina's Alfa Romeo 8C collided with Lehoux's ERA, causing the ERA to catch fire. Lehoux was thrown out, received a fractured skull and died in hospital, while Farina escaped with minor injuries. Two seasons during the 1938 Gran Premio di Tripoli, László Hartmann's Maserati 4CM cut a corner in front of Farina.
The cars overturned. Farina survived without major injuries. In 1938, the official Alfa Romeo team, Alfa Corse, returned to motor sport and Farina was a member. Driving the new Alfa Romeo 158 Voiturette in 1939, he won the Grand Prix d'Anvers, Coppa Ciano and the Prix de Berne, to become the Italian Champion for the third year in succession; the following year, he won the Tripoli Grand Prix and finished second in the Mille Miglia for the third time. After World War II, Farina returned to Alfa Corse to drive their 158, he won the 1946 Grand Prix des Nations. However, he left Alfa Corse after a disagreement over team leadership and sat out the whole of the 1947 season, he came back to the sport in 1948 with a entered Maserati and a works Ferrari. During this period, he got married to Elsa Giaretto. In her opinion motor sport was a silly and dangerous activity, she tried to persuade Farina to stop. Three days after their high society wedding, Farina flew to Argentina where he drove his Maserati 8CL to victory in the Gran Premio Internacional del General San Martín.
On his return to Europe, he won 1948 Monaco Grand Prix. Using Ferrari's first Grand Prix car, the Ferrari 125, he won the Circuito di Garda before giving the Temporada another visit; this resulted in victory in the Copa Acción San Lorenzo in February 1949. The rest of the year he raced Maseratis for Scuderia Milano and Scuderia Ambrosiana, at times in his own 4CLT/48, he won the Lausanne Grand Prix and was re-signed by Alfa Corse. In 1950, Farina returned to Alfa Romeo for the inaugural FIA World Championship of Drivers; the opening race of the season was held in front of 150,000 spectators. Farina won, from teammates Luigi Fagioli and Reg Parnell, completing an Alfa Romeo 1-2-3. There was plenty of drama to be had during the season. At Monaco, just eight days a multiple pile-up on the first lap, at the Tabac Corner, saw Farina spin out of a race that Juan Manuel Fangio went on to win. In the 1950 Swiss Grand Prix, Farina beat his teammate Fagioli into second; the next race, at Circuit de Spa-Francorchamps, saw Fangio beat Fagioli, with Farina finishing in fourth with transmission problems.
At this stage, Farina still led the championship on points: Farina 22. When Fangio won the 1950 French Grand Prix, Farina finished outside of the points in seventh. By the season finale on 3 September, the 1950 Italian Grand Prix, Farina was trailing his teammate by two points. For Alfa, Monza was home territory and so they fielded an additional car for Piero Taruffi and Consalvo Sanesi, it was the Ferrari of Alberto Ascari who put pressure on the Alfas during the early stages of the race, lying in second, in the knowledge his car only needed one fuel stop to the Alfas' two, but his eventual lead was temporary as his car expired in a cloud of smoke. Soon after, Fangio's gearbox failed and Taruffi handed over his car, only for it to drop a valve and retire. Instead, first position and therefore the championship went to Farina, he continued with Alfa Romeo for the 1951 season, but had to give best to Fangio, who secured the title for the Milanese marque. As for Farina, he finished the season in fourth place, with his only world championship victory coming in the 1951 Belgian Grand Prix at the Spa-Francorchamps.
Farina switched back to the Scuderia Ferrari for 1952, when Grand Prix racing switched to Formula 2 specification, but
A podium is a platform used to raise something to a short distance above its surroundings. It derives from the Greek πόδι. In architecture a building can rest on a large podium. Podia can be used to raise people, for instance the conductor of an orchestra stands on a podium as do many public speakers. Common parlance has shown an increasing use of podium in American English to describe a lectern. In sports, a type of podium is used to honor the top three competitors in events such as the Olympics. In the Olympics a three-level podium is used. Traditionally, the highest level in the center holds the gold medalist. To their right is a somewhat lower platform for the silver medalist, to the left of the gold medalist is an lower platform for the bronze medalist. At the 2016 Summer Games in Rio, the Silver and Bronze were equal in elevation. In many sports, results in the top three of a competition are referred to as "podiums" or "podium finishes". In some individual sports, "podiums" is an official statistic, referring to the number of top three results an athlete has achieved over the course of a season or career.
The word may be used, chiefly in the United States, as a verb, "to podium", meaning to attain a podium place. Podia were first used at the 1930 British Empire Games in Hamilton and subsequently during the 1932 Summer Olympic Games in Los Angeles and the 1932 Winter Olympic Games in Lake Placid; the winner stands in the middle, with the second placed driver to his right and the third place driver to his left. Present are the dignitaries selected by the race organisers who will present the trophies. In many forms of motorsport, the three top-placed drivers in a race stand on a podium for the trophy ceremony. In an international series, the national anthem of the winning driver, the winning team or constructor may be played over a public address system and the flags of the drivers' countries are hoisted above them; the recordings are short versions of the national anthems, ensuring the podium ceremony does not exceeded its allocated time. Should a driver experience problems with his car on a slow lap in Formula One, that driver is transported to the pit lane via road car by the Formula One Administration security officer.
Following the presentation of the trophies, the drivers will spray Champagne over each other and their team members watching below, a tradition started by Dan Gurney following the 1967 24 Hours of Le Mans race. The drivers will refrain from spraying champagne if a fatality or major accident occurs during the event. In countries where alcohol sponsorship or drinking is prohibited, alcoholic beverages may be replaced by other drinks, for example rose water; the term has become common parlance in the media, where a driver may be said to "be heading for a podium finish" or "just missing out on a podium" when he is heading for, or just misses out on a top three finish. The Monster Energy NASCAR Cup Series, the highest level of stock car racing in the United States, does not use a podium in post-game events or statistics. Instead, the winning team celebrates in victory lane, top-five and top-ten finishes are recognized statistically; those finishing second to fifth are required to stop in a media bullpen located on pit lane for interviews.
The INDYCAR Verizon IndyCar Series does not use a podium at either the Indianapolis 500 or at Texas Motor Speedway. The Indy 500 has a long tradition of the winning driver and team celebrating in victory lane, while Texas Motor Speedway president Eddie Gossage has stated that victory lane should be reserved for the winner of the race. However, the series does use a podium at all other races road course events. Architectural podiums are consist of a projecting base or pedestal at ground level, they have been used since ancient times. Sometimes only meters tall, architectural podiums have become more prominent in buildings over time, as illustrated in the gallery. Lectern
Luigi Villoresi was an Italian Grand Prix motor racing driver who continued racing on the Formula One circuit at the time of its inception. Born in Milan and nicknamed "Gigi", he was the older brother of race car driver Emilio Villoresi who co-piloted with him in several races at the beginning of their careers. From a prosperous family, Villoresi could afford to buy a car and began competing in local rallies at the age of twenty-two with a Lancia Lambda and a few years acquired a Fiat Balilla with which he and his brother Emilio competed in the Mille Miglia. In 1935, he raced in the Coppa Ciano, finishing third and went on to capture the Italian driving championship in the 1100 cc sports car class; the following year he and his brother purchased a Maserati which they drove individually in different races. Emilio was so successful that he was signed to drive an Alfa Romeo for Scuderia Ferrari in the 1937 season. In 1938, Luigi Villoresi became part of the Maserati team, driving the 8CTF model that Maserati had designed to compete with the dominant German Silver Arrows.
In 1939, Maserati introduced the Maserati 4CL which Villoresi drove to victory at the 1939 South African Grand Prix. His brother Emilio died that year while testing an Alfa Romeo 158/159 Alfetta factory racer at the Autodromo Nazionale Monza. A little over two weeks after his brother's death, he drove his Maserati to victory at the 1939 Adriatic Grand Prix, his racing career was interrupted by the onset of World War II. At war's end, he returned to race for Maserati until 1949 when he signed again with Ferrari debuting in Formula One on 21 May 1950. Villoresi finished second in the 1949 Buenos Aires Grand Prix-President Juan Peron Grand Prix. Alberto Ascari was the winner with a time of 1 hour, 30 minutes, 23.9 seconds, for an average speed of 70.6 miles per hour. Villoresi won the first Grand Prix de Bruxelles; the winning time was 85 mph over 188-mile distance. Orley was six seconds behind. Louis Rosier was victorious in a blue Talbot, in a 500-kilometre Grand Prix at Spa-Francorchamps, in June 1949.
He came across the finish line in front of Villoresi. Villoresi was third in a 60-mile international race at Silverstone in September 1949. Italian drivers made a clean sweep of the first three positions with Ascari first and Giuseppe Farina second as 100,000 fans looked on. English driver St. John Horsfall died. Villoresi skidded on oil, penetrated a barrier, killed three spectators at the Grand Prix des Nations race in Geneva. Nino Farina was uninjured. Villoresi suffered head injuries which were treated at a hospital; the Grand Prix of 272 kilometres was won by Juan Manuel Fangio. The 1951 British Grand Prix was taken by José Froilán González of Argentina. Villoresi finished third, two laps behind the winner, with an average speed of 95.39 miles per hour. Villoresi completed 2 behind Gonzalez. In July 1952 Villoresi won the French Grand Prix at Les Sables d'Olonne, he captured the 208-mile race, with an average speed of 69.3 miles per hour. Ferrari achieved a 1,2,3 sweep at the Grand Prix d'France in La Baule, in August 1952.
Alberto Ascari was first, followed by Rosier. Ascari had clinched the Formula One World Championship before this event. Villoresi drove a Ferrari to win the 1952 Grand Prix of Modena in 1:5:21 over a distance of 100 laps, 230.6-kilometre. His average speed was 124.236 km/h. Villoresi displayed his agility as a driver in the 1953 Italian Grand Prix at Monza. Giuseppe Farina made contact with the Maserati driven by Onofre Marimón as he was approaching the finish line. Villoresi made a brilliant manoeuvre while racing at 100 mph The crowd came to its feet to witness his quick thinking in pulling his car off the track at great speed. Villoresi finished third after winner Fangio and Farina, two seconds behind at the end; the race marked the first time a Ferrari did not win an event in races counting toward the Formula One World Championship. Fangio drove a Maserati to an average speed of 110 mph over the 313-mile grand prix. 41 years old, Villoresi served as an elder statesman for the Formula One team, notably as Alberto Ascari's mentor who became his closest friend.
In 1954, he and Ascari joined the new Lancia racing team but Ascari's death in the spring of the following year profoundly affected Villoresi and his career went into steep decline. Villoresi was critically injured while testing a Lancia Aurelia near Rimini, Italy in April 1954, he was riding with his mechanic when he skidded while attempting to avoid a Fiat driving in the opposite direction. Both Villoresi and his mechanic were pinned beneath the Lancia. A group of farmers came to their aid. Both men remained conscious. Villoresi sustained a number of deep head wounds, facial lacerations, bruises all over his body, he was listed in not critical condition. Villoresi was third after Ascari and Luigi Musso in the May 1955 Naples Grand Prix, a 153.5 miles event. Villoresi was in a Lancia, he wrecked his car in the 1956 Grand Prix of a 2-Litre sports car event. The race was won by Jean Behra in a Maserati. Villoresi was one of nine drivers, from a starting field of 303, in a January 1958 Monte Carlo auto rally, who completed the first leg of the rigorous touring car event, without incurring a penalty.
The 1,900-mile endurance event featured cars from eight different European starting locales. Of the