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
Louis Rosier was a racing driver from France. He participated in 38 Formula One World Championship Grands Prix, debuting on 13 May 1950, he achieved 2 podiums, scored a total of 18 championship points. He won the Dutch Grand Prix twice in consecutive years between 1950 and 1951, the Circuit d'Albi, Grand-Prix de l'Albigeois and the 24 Hours of Le Mans with his son Jean-Louis Rosier. Rosier owned the Renault dealership of Clermont-Ferrand. In 2016, in an academic paper that reported a mathematical modeling study that assessed the relative influence of driver and machine, Rosier was ranked the 19th best Formula One driver of all time. Rosier finished 4th at Silverstone in a Talbot, in October 1948; the event was the RAC International Grand Prix, the first grand prix to be held in England since 1927. He drove a 4.5-liter, unsupercharged Talbot-Lago to 3rd place at the 1949 British Grand Prix at Silverstone. He was a lap behind the winner with a speed of 76.21 miles per hour. Rosier won an International Grand Prix at Spa-Francorchamps in June 1949.
He piloted a Talbot in the 500-kilometre, 32-lap event, achieving a time of 3 hours, 15 minutes, 17 seconds. He assumed the lead after 23 laps. Rosier won the 1950 24 Hours of Le Mans in a blue Talbot, he teamed up with his son Jean-Louis Rosier who only drove two laps during the race, which means Louis won the race by himself. He finished one lap ahead of Pierre Meyrat; the Rosiers covered 256 laps, 2,163 miles, in 23:54:2.2. Rosier captured the Grand Prix d'Albi in Albi, France in May 1953, he drove a Ferrari, covering the 18 laps of the finals, 160 kilometres, in 56:36:8. He averaged 160 kilometres per hour. Rosier placed second in a Ferrari at a Grand Prix in Aix-Les-Bains, in July 1953, his time was 2:24:48.1. In April 1956 Rosier finished 4th in a 201-mile race at Aintree. Stirling Moss drove a blue Maserati to victory in the 67-lap event for Formula One cars, with an average speed of 84.24 miles per hour. Rosier finished 5th at the 1956 German Grand Prix behind the wheel of a Maserati. Louis Rosier was the owner and manager of a racing team, the "Ecurie Rosier".
Set up to run Rosier's Talbot-Lago T26, evolved to an actual team running 250Fs and Ferrari 500s for Rosier and another driver. Throughout the 1950s, Écurie Rosier provided drives in Formula One for Henri Louveau, Georges Grignard, Louis Chiron, Maurice Trintignant, André Simon and Robert Manzon. Louis Rosier was one of the key sponsors of the Charade race track. After World War II, Jean Auchatraire and Louis Rosier promoted the idea of a race track around Clermont-Ferrand. A set of preliminary designs were drawn up for a circuit of a length between 4 and 6 km, meeting the latest safety regulations with large parking capacity at a location just outside the city limits on a hilly landscape; the Le Mans disaster on 11 June 1955 brought the project to a halt. All race events were postponed. No further events were allowed to take place on temporary urban tracks. Racing events were only to be allowed on dedicated race-tracks, providing that they met a new set of rules. In Clermont-Ferrand, as was the case for many other new race tracks, new safety devices were being imagined and discussed and assessed.
But the concept of a "mountain race track" moved forward. It would be the only one of its kind in France. Auchatraire and Raymond Roche worked together to get the project accepted by the political community before searching for funding, but Rosier was killed at Montlhéry on 26 October 1956 and would not witness his project come to fruition. The racetrack was opened on 27 July 1958, with the name of its famous founder "Circuit de Charade Louis Rosier". Soon after, several champions participated in racing events on the track, each of them, including Stirling Moss, making positive statements about the track and its surrounding. Rosier's Renault dealership in Clermont-Ferrand was one of the largest Renault dealerships in France. Rosier's dealership sold other industrial and farming equipment; the building housing this important business has been destroyed. In 1951, Louis Rosier designed a prototype based on the 4CV Renault. In 1953, using the concept of a barchetta that he raced at Le Mans, together with Italian coachbuilder Rocco Motto, designed a cabriolet, still using 4CV Renault sub assemblies.
This model was built in a quantity of about 200 units by Brissonneau. It was introduced at a car show in New York; some time he designed a roadster using Renault Frégate elements with an aluminum body developed by Rocco Motto, on a multi-tubular frame. The engine was revised, the body was lightened, the results was an interesting 950 kg for 80 hp. Louis Rosier sustained head injuries in a crash at the Montlhéry track, south of Paris, France, on 7 October 1956. Three weeks on 29 October 1956, Rosier succumbed to the injuries received in the crash. * Indicates shared drive with Charles Pozzi
Reginald Harold Haslam Parnell was a racing driver and team manager from Derby, England. He participated in seven Formula One World Championship Grands Prix, achieving one podium, scoring a total of nine championship points. Parnell, as both a driver and a team manager, had a considerable influence on post-war British motorsport until his premature death in 1964. Parnell raced at Brooklands and was banned following an accident with Kay Petre which ended her racing career. Before the war he bought up racing cars. Once the hostilities had ceased he sold them to form the basis of post-war racing entries, he raced a whole host of cars before turning to management and taking Aston Martin into Formula 1. Parnell went on to run the Yeoman Credit Racing team with the help of his son Tim who raced in Formula 1 himself. Parnell came from a family. In 1933, he was a spectator when Donington Park held its first motor race, he decided to try the sport. By 1935, he bought an old 2-litre Bugatti single-seater for just £25.
It broke its rear axle in the paddock at its first meeting, but buying spare parts for the Bugatti was too expensive, so it was replaced with a MG Magnette K3. Parnell had secured wins at both Brooklands and Donington Park, but in 1937 he lost his licence following a practice accident for the 500 Mile race, at Brooklands, he misjudged an overtaking move on Kay Petre, when he lost control of the MG, crashing into her Austin 7 from behind, causing it to roll. She crashed badly and was injured, she never raced competitively again. Although she put the incident down to "bad luck", the RAC revoked Parnell's racing license for two years; this meant. The ban meant in effect that, during 1938, Parnell found himself unable to race his cars, he soon discovered that lending the cars to other drivers was an excellent way of being involved in racing, his abilities as a team manager were developed during this period. With his licence restored in 1939, Parnell was back with 4.9-litre Bugatti-engined single-seater, known as the BHW.
He was successful with this BHW at Donington Park. Meanwhile, he started to construct his own car for voiturette, known as the Challenger, however with the outbreak of World War II, the best years of his career were wasted. During the war years, Parnell finished the Challenger and built up a comprehensive collection of racing machinery, which included Alfa Romeo, ERA, Delage, MG and Maserati models, he sold race cars, with many famous and less famous racing machines passing through his hands, whilst making a name for himself in the business. This did not prevent Parnell from driving as soon, he returned to racing as soon as he could in 1946 in a variety of machinery, most notably a Maserati 4CLT an ERA A-type alongside several Delages and Rileys. As for the Challenger, it was sold; this proved to be a poor year for mechanical reliability, although in his Maserati 4CLM, he did finish second behind Prince Bira in the Ulster Trophy, around the streets of Dundrod. There was only one motor racing event held on English soil in 1946, this took place at Gransden Lodge, with Parnell winning the main race of the event, the Gransden Lodge Trophy.
In 1947, Parnell was Britain's most successful racing driver. He began the year by winning two ice races in Sweden, with his ERA A-type, before returning to Britain, to win the Jersey Road Race in the Maserati 4CLT, he would have won in Ulster, had his acquired ERA E-type not broken a de Dion tube. The following year, Parnell would again win the Gold Star, he finished third in the circuit's inaugural meeting. He won the Goodwood Trophy at the first-ever meeting at Sussex circuit, was second in the Penya Rhin Grand Prix and fifth in the Gran Premio d'Italia. Parnell maintained this success into 1949 with the Maserati, gaining many successes at Goodwood, earning him the nickname, "Emperor of Goodwood", raced at every major circuit across Europe, he competed in the early-season races in South America. It was in Sweden, he was there for the 1947 Swedish Winter Grand Prix at Rommehed, which he duly won, leading an ERA clean sweep of the podium, as the only three cars to finish. Their chief rivals – the French – were stranded miles away from the circuit, on a ship stuck fast in the ice.
The organiser decided to rerun the event as the Stockholm Grand Prix, on Lake Vallentuna. Meanwhile, between the two races Parnell had the idea of fitting twin rear wheels to his ERA to improve its road-holding on the ice; when he arrived at the race, the lead French driver, Raymond Sommer objected but Parnell had checked the rules beforehand and found that there was nothing to preclude twin rear wheels. Despite temperatures of −15° Fahrenheit, Parnell's extra wheels made the difference, as he skated to victory; the following season, he received a tremendous accolade, he was asked to drive the fourth works Alfa Romeo, in the inaugural World Championship Formula One race at Silverstone, finishing in an excellent third place and a place on the podium, behind and on the same lap as his teammates Giuseppe Farina and Luigi Fagioli. He would be the only British driver to be selected to race with the all-conquering factory. Whilst racing his Maserati, under the Scuderia Ambrosiana banner, he became involved with BRM as a test driver of the original V16 and as the team's lead driver of the BRM Type 15, although BRM did not make many appearances.
He remained under contract to BRM for 1951, but raced his Maserati because BRM could never get him a ca
Circuit de Spa-Francorchamps
The Circuit de Spa-Francorchamps is a motor-racing circuit located in Stavelot, Belgium. It is referred to as Spa and is the venue of the Formula One Belgian Grand Prix, the Spa 24 Hours and 1000 km Spa endurance races, it is home to the all-Volkswagen club event, 25 Hours of Spa, run by the Uniroyal Fun Cup. It is one of the most challenging race tracks in the world due to its fast and twisty nature. Spa is a favourite circuit of many racing fans. Despite its name, the circuit is not in Spa but lies in the vicinity of the town of Francorchamps within the boundaries of the municipality of Stavelot, with a part in the boundaries of Malmedy. Designed in 1920 by Jules de Thier and Henri Langlois Van Ophem, the original course used public roads between the Belgian towns of Francorchamps and Stavelot; the track was intended to have hosted its inaugural race in August 1921, but this event had to be cancelled as there was only one entrant. The first car race was held at the circuit in 1922, 1924 saw the first running of the now famous 24 Hours of Francorchamps race.
The circuit was first used for Grand Prix racing in 1925. The original Spa-Francorchamps circuit was a speed course, with drivers managing higher average speeds than on other race tracks. At the time, the Belgians took pride in having a fast circuit, to improve average speeds, in 1939 the former slow uphill U-turn at the bottom of the Eau Rouge creek valley, called the Ancienne Douane, was cut short with a faster sweep straight up the hill, called the Raidillon. At Eau Rouge, southbound traffic was allowed to use the famous uphill corner, while the opposite downhill traffic had to use the old road and U-turn behind the grandstands, rejoining the race track at the bottom of Eau Rouge; the old race track continued through the now-straightened Kemmel curves to the highest part of the track went downhill into Les Combes, a fast banked downhill left-hand corner towards Burnenville, passing this village in a fast right hand sweep. Near Malmedy, the Masta straight began, only interrupted by the Masta Kink between farm houses before arriving at the town of Stavelot.
The track progressed through an uphill straight section with a few bends called La Carriere, going through two high-speed turns before braking hard for the La Source hairpin, that rejoined the downhill start finish section. Spa is located in the Belgian Ardennes countryside, the old circuit was, still is, used as everyday public road, there were houses, electric poles and other obstacles located right next to the track. Before 1970, there were no safety modifications of any kind done to the circuit and the conditions of the circuit were, aside from a few straw bales identical to everyday civilian use. Former Formula One racing driver and team owner Jackie Oliver was quoted as saying "if you went off the road, you didn't know what you were going to hit". Spa-Francorchamps was the fastest road circuit in Europe at the time, it had a reputation for being dangerous and fast – it demanded calmness from drivers, most were frightened of it; the old Spa circuit was unique in that speeds were high with hardly any let-up at all for three to four minutes.
This made it an extraordinarily difficult mental challenge, because most of the corners were taken at more than 180 miles per hour and were not quite flat – every corner was as important as the one before it. If a driver lifted the throttle more than expected whole seconds, not tenths, would be lost; the slightest error of any kind carried multiple harsh consequences, but this worked inversely: huge advantages could be gained if a driver came out of a corner faster. Like the Nürburgring and Le Mans circuits, which ran on public roads, Spa became notorious for fatal accidents, as there were many deaths each year at the ultra-high-speed track. At the 1960 Belgian Grand Prix, two drivers, Chris Bristow and Alan Stacey, were both killed within 15 minutes and Stirling Moss had crashed at Burnenville during practice and was injured; when Armco crash barriers were added to the track in 1970, deaths became less frequent, but the track was still notorious for other factors. The Ardennes forest had unpredictable weather and there were parts where it was raining and the track was wet, other parts where the sun was shining and the track was dry.
This factor was a commonality on long circuits, but the unpredictable weather at Spa, combined with the fact that it was a track with all but one corner being high-speed, made it one of the most dangerous race tracks in the world. As a result, the Formula 1 and motorcycle Grands Prix and 1000km sportscar races saw smaller than usual fields at Spa because most drivers and riders feared the circuit and did not like racing there. Multiple fatalities during the 1973 and 1975 24 Hours of Spa touring car races more or less sealed the old circuit's fate, by 1978, the last year Spa was in its original form, the only major races held there were the Belgian motorcycle Grand Prix and the Spa 24 Hours touring car race. In 1969, the Belgian Grand Prix was boycotted by the F1 drivers because of the extreme danger of Spa. There had been ten car racing fatalities in total at the track in the 1960s, including five in the two years previous
Juan Manuel Fangio
Juan Manuel Fangio Déramo, nicknamed El Chueco or El Maestro, was an Argentine racing car driver. He dominated the first decade of Formula One racing, winning the World Drivers' Championship five times. From childhood, he abandoned his studies to pursue auto mechanics. In 1938, he debuted in Turismo Carretera, competing in a Ford V8. In 1940, he competed with Chevrolet, winning the Grand Prix International Championship and devoted his time to the Argentine Turismo Carretera becoming its champion, a title he defended a year later. Fangio competed in Europe between 1947 and 1949 where he achieved further success, he won the World Championship of Drivers five times—a record which stood for 47 years until beaten by Michael Schumacher—with four different teams, a feat that has not been repeated. He is regarded by many as one of the greatest F1 drivers of all time and holds the highest winning percentage in Formula One – 46.15% – winning 24 of 53 Formula One races he entered. Fangio is the only Argentine driver to have won the Argentine Grand Prix, having won it four times in his career—the most of any driver.
After retirement, Fangio presided as the honorary president of Mercedes-Benz Argentina from 1987, a year after the inauguration of his museum, until his death in 1995. In 2011, on the centenary of his birth, Fangio was remembered around the world and various activities were held in his honor. Fangio's grandfather, Giuseppe Fangio, emigrated to Buenos Aires from Italy in 1887. Giuseppe managed to buy his own farm near Balcarce, a small city in southern Buenos Aires Province, within three years by making charcoal from tree branches, his father, emigrated to Argentina from the small central Italian town of Castiglione Messer Marino in the Chieti province of the Abruzzo region. His mother, Herminia Déramo, was from Tornareccio to the north, they married on 24 October 1903, lived on farms where Herminia was a housekeeper and Loreto worked in the building trade, becoming an apprentice stonemason. Fangio was born in Balcarce on San Juan's Day 1911 at 12:10 am, his birth certificate was mistakenly dated 23 June by the Register of Balcarce.
He was the fourth of six children. In his childhood he became known as El Chueco, the bandy legged one, for his skill in bending his left leg around the ball to shoot on goal during football games. Fangio started his education at the School No. 4 of Balcarce, Calle 13 before transferring to School No. 1 and 18 Uriburu Av. When Fangio was 13, he worked as an assistant mechanic; when he was 16, he started riding as a mechanic for his employer's customers. He developed pneumonia, which proved fatal, after a football game where hard running had caused a sharp pain in his chest, he was bed-ridden for two months, cared for by his mother. After recovering, Fangio served compulsory military service at the age of 21. In 1932 he was enlisted at the Campo de Mayo cadet school near Buenos Aires, his driving skills caught the attention of his commanding officer, who appointed Fangio as his official driver. Fangio was discharged before his 22nd birthday after taking his final physical examination, he returned to Balcarce.
Along with his friend José Duffard he received offers to play at a club based in Mar del Plata. Their teammates at Balcarce suggested the two work on Fangio's hobby of building his own car and his parents donated space in a small section of their home where a rudimentary shed was built. After finishing his military service, Fangio raced in local events, he began his racing career in Argentina in 1934, which he had rebuilt. These local events were unlike anything in Europe or North America, they were long-distance races held on dirt roads up and down South America. During his time racing in Argentina, he drove Chevrolet cars and was Argentine National Champion in 1940 and 1941. One particular race, which he won in 1940, the Gran Premio del Norte, was 10,000 km long; this race started in Buenos Aires and ran up through the Andes to Lima and back again, taking nearly two weeks with stages held each day. Following many successes driving modified American stock cars. In the Tourism Highway category, Fangio participated in his first race between 18 and 30 October 1938 as the co-pilot of Luis Finocchietti.
Despite not winning the Argentine Road Grand Prix, Fangio drove most of the way and qualified in seventh place. In November of that year, he entered the "400 km of Tres Arroyos ", but it was suspended due to a fatal accident. In 1939, the circuit was in Forest, which conformed well with his last involvement with a Ford V8. With Hector Tieri as his partner, they led Turismo Carretera that year with a Chevrolet, competing for the Argentine Grand Prix. Suspended by a strong rain and resumed in Cordoba, he managed their first stage victory, winning the fourth stage from Catamarca to San Juan. In October, after 9500 km of competition in Argentina and Peru, he won his first race in Turismo Carretera, the Grand Prix International North, he became the first TC Argentine Champion to have driven a Chevrolet. In 1941, he beat Oscar Gálvez in the Grand Prix Getúlio Vargas in Brazil. For the second time, Fangio was crowned champion of Argentine TC. In 1942, he ended South Grand Prix in tenth place in accordance with the general classification.
In April he won the race "Mar y Sierras" and had to suspend the mechanic
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
Automobiles Talbot S. A. was a French automobile manufacturer based in Hauts de Seine, outside Paris. The Suresnes factory had been built by Alexandre Darracq for his pioneering car manufacturing business begun in 1896, which he named A. Darracq & Cie, it was profitable. Alexandre Darracq built racing as well as “pleasure” cars and Darracq became famous for its motor racing successes. Darracq sold his remaining portion of his business in 1912. New owners renamed the Darracq business Automobiles Talbot in 1922. However, though its ordinary production cars were badged as Talbots, the new owners continued incorporating the Darracq name in Talbot-Darracq for their competition cars. Owing to the simultaneous existence of British Talbot cars, French products when sold in Britain were badged Darracq-Talbot or Talbot-Darracq, or simply Darracq. In 1932, after the onset of the Great Depression, Italo-British businessman Antonio Lago was appointed managing director in the hope that he might revive Automobiles Talbot’s business.
Lago began this process, but the owners were unable to stave off receivership beyond the end of 1934. The receiver did not close Automobiles Talbot, in 1936 Antonio Lago managed to complete a management buy-out from the receiver. For 1935, the existing range continued in production but from 1936 these were replaced with cars designed by Walter Becchia, featuring transverse leaf-sprung independent suspension; these included the 4-cylinder 2323 cc Talbot Type T4 "Minor", a surprise introduction at the 1937 Paris Motor Show, the 6-cylinder 2,696 cc Talbot "Cadette-15", along with and the 6-cylinder 2,996 cc or 3,996 cc Talbot "Major" and its long-wheelbase version, the Talbot "Master": these were classified as Touring cars. There was in the second half of the 1930s a range of Sporting cars which started with the Talbot "Baby-15", mechanically the same as the "Cadette-15" but using a shorter lighter chassis; the Sporting Cars range centred on the 6-cylinder 2,996 cc or 3,996 cc Talbot "Baby" and included the 3,996 cc 23 and sporting Lago-Spéciale and Lago-SS models with two and three carburettors, corresponding increases in power and performance.
The most specified body for the Lago-SS was built by Figoni et Falaschi, featured a eye-catching aerodynamic form. Lago was an excellent engineer who developed the existing six-cylinder engine into a high-performance 4-litre one; the sporting six-cylinder models had a great racing history. The bodies—such as of the T150 coupé—were made by excellent coachbuilders such as Figoni et Falaschi or Saoutchik. Although the proliferation of cars types and model names that followed Lago's acquisition of the business is at first glance bewildering, it involved only four standard chassis lengths as follows: Short Châssis: Minor T4 Junior 11 Baby-15 Baby 3 litres T150 3 litres Baby 4 litres Lago Spécial Extra short Châssis: Lago SS Normal Châssis: Cadette-15 Major 3 litres Major 4 litres Long Châssis: Master 3 litres Master 4 litres During the early years of the war Walter Becchia left Talbot to work for Citroen, but Lago was joined in 1942 by another exceptional engineer, Carlo Machetti, from the two of them were working on the twin camshaft 4483 cc six-cylinder unit that would lie at the heart of the 1946 Talbot T26.
After the war, the company continued to be known both for successful high-performance racing cars and for large luxurious passenger cars, with extensive sharing of chassis and engine components between the two. The period was one of economic stagnation and financial stringency; the company had difficulty finding customers, its finances were stretched. In 1946, the company began production of a new engine design, based on earlier units but with a new cylinder head featuring a twin overhead camshaft; this engine, designed under the leadership of Carlo Marchetti, was in many respects a new engine. A 4483 cc six-cylinder in-line engine was developed for the Talbot Lago Record and for the Talbot Grand Sport 26CV; these cars were priced against large luxurious cars from the likes of Delahaye, Delage and Salmson. Talbot would remain in the auto-making business for longer than any of these others, the Talbot name had the further dubious distinction of a resurrection in the early 1980s; the Talbot Lago Record T26 was a large car with a fiscal horsepower of 26 CV and a claimed actual power output of 170 hp, delivered to the rear wheels via a four-speed manual gear box, with the option at extra cost of a Wilson pre-selector gear box, supporting a claimed top speed of 170 km/h.
The car was sold as a stylish four-door sedan, but a two-door cabriolet was offered. There were coachbuilt specials with bodywork by traditionalist firms such as Graber; the T26 Grand Sport was first displayed in public in October 1947 as a shortened chassis, only 12 were made during 1948, the models's first full year of production. The car was noted for its speed; the engine which produced 170 hp in the Lago Record was adapted to provide 190 bhp or 195 bhp in the GS, a top speed of around 200 km/h was claimed, depending on the body, fitted. The