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
Alfa Romeo in Formula One
Italian motor manufacturer Alfa Romeo has participated many times in Formula One. It participates as Alfa Romeo Racing while being operated by Sauber Motorsport AG; the brand has competed in motor racing as both a constructor and engine supplier sporadically between 1950 and 1987, as a commercial partner since 2015. The company's works drivers won the first two World Drivers' Championships in the pre-war Alfetta: Nino Farina in 1950. Following these successes Alfa Romeo withdrew from Formula One. During the 1960s, although the company had no official presence in the top tier of motorsport a number of Formula One teams used independently developed Alfa Romeo engines to power their cars. In the early 1970s, Alfa provided Formula One support for their works driver Andrea de Adamich, supplying adapted versions of their 3-litre V8 engine from the Alfa Romeo Tipo 33/3 sports car to power Adamich's McLaren and March entries. None of these engine combinations scored championship points. In the mid-1970s, Alfa engineer Carlo Chiti designed a flat-12 engine to replace the T33 V8, which achieved some success in taking the 1975 World Sportscar Championship.
Bernie Ecclestone owner of the Brabham Formula One team, persuaded Alfa Romeo to supply this engine free for the 1976 Formula One season. Although the Brabham-Alfa Romeo's first season was modest, during the 1977 and 1978 World Championships their cars took 14 podium finishes, including two race victories for Niki Lauda; the company's sporting department, returned as the works team in 1979. This second period as a constructor was less successful than the first. Between the company's return and its withdrawal as a constructor at the end of 1985, Alfa works drivers did not win a race and the team never finished higher than sixth in the World Constructors' Championship; the team's engines were supplied to Osella from 1983 to 1987, but they scored only two World Championship points during this period. The Alfa Romeo logo returned to Formula One in 2015. In late 2017, Alfa Romeo announced that they were to become title sponsors for Sauber from 2018, had entered into a technical and commercial partnership with the team.
Alfa Romeo returned to the sport as their own team when Sauber was renamed at the beginning of 2019. Alfa Romeo had been a force in Grand Prix racing before World War II. Cars like the P2 and the P3 were winners on a regular basis until the German Mercedes and Auto Union cars came around in 1934. From 1934 to the start of World War II in 1939, Alfa won and their cars looked rather outdated and badly built compared to the high-tech Silver Arrows of Mercedes. Alfa was able to make the 158 for the 1938 season, although this car was not competitive against the Silver Arrows; when the new Formula One World Championship had come around, Alfa had dominated post-WWII racing from 1946 to 1949 – winning every Grand Prix they entered with the exception of 3. In 1950 Nino Farina won the inaugural World Championship of Drivers in a 158 with supercharger, in 1951 Juan Manuel Fangio won while driving an Alfetta 159; the Alfetta's engines were powerful for their capacity: in 1951 the 159 engine was producing around 420 bhp but this was at the price of a fuel consumption of 125 to 175 litres per 100 km.
In 1952, facing increased competition from their former employee, Ferrari. Alfa Romeo involvement in racing was made with a thin budget, using pre-war technology and material during the two seasons. For instance the team won two championships using only nine pre-war built engine blocks. During 1977, after some persuasion by Chiti, Alfa Romeo gave Autodelta permission to start developing a Formula One car on their behalf, thus named the Alfa Romeo 177, the car made its debut at the 1979 Belgian Grand Prix. The partnership with Brabham had finished before the end of the season, with Bernie Ecclestone's outfit returning to Ford/Cosworth DFV engines; this second Alfa works Formula One project was never successful during its existence from the middle of 1979 until the end of 1985. During this period Alfa Romeo achieved two pole positions, Bruno Giacomelli led much of the 1980 United States Grand Prix before retiring with electrical trouble, three 3rd places, two 2nd places and one fastest lap, they endured tragedy when their driver Patrick Depailler was killed testing for the 1980 German Grand Prix at the Hockenheimring.
In 1981 they continued to be dogged by poor reliability. After a restructuring of Autodelta, the team operations and design of the car were outsourced to Euroracing in 1982, with the works engines still being supplied by Autodelta; the team's best season was 1983 when the team switched to the turbocharged 890T V8 engine and achieved 6th place in the Constructors' Championship thanks to two second-place finishes for Andrea de Cesaris. While the turbocharged 890T proved competitive in 1983, more powerful and fuel efficient engines from BMW, Renault, TAG-Porsche and Honda, plus the FIA imposed 220-litre fuel limit with no re-fuelling allowed during pit stops during 1984, saw the decline of the Euroracing Alfa Romeo team as a
1951 Formula One season
The 1951 Formula One season was the fifth season of FIA Formula One motor racing. It featured the 1951 World Championship of Drivers, which commenced on 27 May 1951 and ended on 28 October after eight races; the season included 14 races that were open to Formula One cars but did not count towards the championship standings. Ferrari's newer, unsupercharged 4.5 litre cars offered a real challenge to the Alfas, which were nearing the end of their development potential. The Ferraris were able to capitalize on the inefficiency of the Alfa's thirsty engines at Silverstone. Although Alfas won four races, with Fangio taking the championship, Ferrari's three victories spelled the end for the Alfas. BRM made their only championship appearance with the V16 at Silverstone, the old, slow Talbots were outclassed. Points were given to top 5 finishers. 1 point was given for fastest lap. Only the best four of eight scores counted towards the world championship. Points for shared drives were divided between the drivers, regardless of who had driven more laps.
Although the official championship season would start in late May in Switzerland, there were a handful of non-championship events to be run. The first was the first Syracuse Grand Prix near the ancient city of Syracuse on the southern island of Sicily; this race was won by Italian Luigi Villoresi driving the new 4 1/2 liter Ferrari 375 on the 3.4 mile public road circuit. Villoresi would triumph again 2 weeks at Pau in southwest France over homeland hero Louis Rosier and Nino Farina, driving a Maserati for this race. On the same day Thai driver Prince Bira would triumph at the Richmond Trophy race at Goodwood in southern England in his Maserati. 3 weeks after the Goodwood and Pau races it was the San Remo Grand Prix in western Italy not far from Monaco, Alberto Ascari made his first appearance of the season and promptly won in a Ferrari 375 on this twisty and demanding 2.1 mile street circuit, ahead of his countryman Dorino Serafini and Swiss Rudi Fischer, both in Ferraris. A week was the Bordeaux Grand Prix in western France and it was won by Rosier in a Talbot, ahead of Fischer and Briton Peter Whitehead in a Ferrari.
Other than Farina this race did not feature any Italians in it because they were competing in the Mille Miglia. A week was the BRDC International Trophy race at Silverstone, with the Alfa Romeos making their first appearance in 1951. Of the first two heats, Fangio won the first. Two weeks after this was the Paris Grand Prix in the Bois de Boulogne Park in the French capital city, won by Farina in a Maserati. A week after the BRDC International Trophy race the Formula One Championship season started in Switzerland at the dangerous and tree-lined Bremgarten public road circuit near Bern around the time the Monaco Grand Prix would have been held, but that historic race was not held this year. Alfa Romeo, the dominant team in 1950 with its supercharged 159 Alfetta, took the first 5 places on the grid, with the exception of 3rd, taken by Luigi Villoresi in a Ferrari. Argentine Juan Manuel Fangio was on pole position, with his Italian teammate Giuseppe "Nino" Farina alongside him; the race started while it was raining, with its overhanging trees lining the road, this circuit was more dangerous in the wet.
But Fangio made no mistake and won the race from Piero Taruffi in a Ferrari and Farina, whose decision to run the race without changing tires proved to be the wrong decision. The Indianapolis 500 in the United States was run 3 days after the Swiss Grand Prix on a Wednesday, was the only non-European championship round and the only round not run to FIA Grand Prix regulations. Lee Wallard won this demanding race in his Kurtis Kraft-Offenhauser. Farina had won again at Ulster Trophy held at the dangerous and fast Dundrod circuit in Northern Ireland in an Alfa, the next championship Grand Prix was in Belgium at the fastest circuit of the year: the spectacular and rural 8.7 mi Spa-Francorchamps circuit. With Fangio and Farina once again 1–2 with the Ferraris of Villoresi and Alberto Ascari taking 3rd and 4th, the Alfas and Ferraris dueled around this circuit, with only 13 entries – small grids in all kinds of motorsports in Europe were commonplace at Spa, because of the fear most drivers had of the circuit.
Farina on a high after winning at Dundrod won by 3 minutes over Ascari and Villoresi, with Fangio finishing 4 laps down in 9th after one of his Alfa's wheels jammed on its hub. The French Grand Prix, given the honorary designation of the European Grand Prix this year was held at the fast 4.8 mile Reims-Gueux circuit deep in northern French champagne country played the host for an exciting race. Fangio, on pole again, was beaten off the line by 3rd placed qualifier Ascari, with 2nd placed qualifier Farina making a terrible start and dropping to 11th. On this triangular public road circuit, made up of long straights, slight kinks and slow, angular corners saw Ascari retire his car with a broken gearbox and Fangio nursing a sick car. Farina pushed hard and took the lead. Argentine Jose Froilan Gonzalez was 2nd in a Ferrari, 53-year old pre-war great Luigi Fagioli in an Alfa was 3rd in a one-off appearance for this year. Gonzalez was chasing Farina hard. However, during both the leader's pitstops, as was commonplace in Grand Prix racing up until 1957, when it was banned – Gonzalez handed his car over to Ascari, Fagioli exchanged his healthy car with Fang
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
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
Motorsport or motor sport is a global term used to encompass the group of competitive sporting events which involve the use of motorised vehicles, whether for racing or non-racing competition. The terminology can be used to describe forms of competition of two-wheeled motorised vehicles under the banner of motorcycle racing, includes off-road racing such as motocross. Four- wheeled motorsport competition is globally governed by the Fédération Internationale de l'Automobile; the Union Internationale Motonautique governs powerboat racing while the Fédération Aéronautique Internationale governs air sports. In 1894, a French newspaper organised a race from Paris to Rouen and back, starting city to city racing. In 1900, the Gordon Bennett Cup was established. Closed circuit racing arose. Brooklands was the first dedicated motor racing track in the United Kingdom. Following World War I, European countries organised Grand Prix races over closed courses. In the United States, dirt track racing became popular.
After World War II, the Grand Prix circuit became more formally organised. In the United States, stock car racing and drag racing became established. Motorsports became divided by types of motor vehicles into racing events, their appropriate organisations. Motor racing is the subset of motorsport activities which involve competitors racing against each other; the Red Bull RB8, the 2012 Formula One World Championship winning car Formula racing is a set of classes of motor vehicles, with their wheels outside, not contained by, any bodywork of their vehicle. These have been globally classified as specific'Formula' series - the most common being Formula One, many others include the likes of Formula 3, Formula Ford, Formula Renault and Formula Palmer Audi. However, in North America, the IndyCar series is their pinnacle open-wheeled racing series. More new open-wheeled series have been created, originating in Europe, which omit the'Formula' moniker, such as GP2 and GP3. Former ` Formula' series include Formula Two.
Formula One is a class of single-seat and open-wheel grand prix closed course racing, governed by the Fédération Internationale de l'Automobile, organized by the owned company Formula One Group. The formula regulations contain a strict set of rules which govern vehicle power and size. Formula E is a class of open-wheel auto racing; the series was conceived in 2012, the inaugural championship started in Beijing on 13 September 2014. The series is sanctioned by the FIA and races a spec chassis/battery combination with manufacturers allowed to develop their own electric power-trains; the series has gained significant traction in recent years. A series originated on June 1909 in Portland, Oregon at its first race. Shortly after, Indianapolis Motor Speedway opened in 1909 and held races that ranged from 50-200 miles, its premier race is the Indianapolis 500 which began on May 11th, 1911 and a tradition was born. Today, Indycar operates a full schedule with over 40 different drivers; the current schedule includes 14 tracks over the course of 17 races per season.
Josef Newgarden was crowned current champion of the Indycar Series at Sonoma Raceway on September 17th, 2017 in Sonoma, California. Enclosed wheel racing is a set of classes of vehicles, where the wheels are enclosed inside the bodywork of the vehicle, similar to a North American'stock car'. Sports car racing is a set of classes of vehicles, over a closed course track, including sports cars, specialised racing types; the premiere race is the 24 Hours of Le Mans which takes place annually in France during the month of June. Sports car racing rules and specifications differentiate in North America from established international sanctioning bodies. Stock car racing is a set of vehicles that race over a speedway track, organized by NASCAR. While once stock cars, the vehicles are now purpose built, but resemble the body design and shape of production cars. Bootleggers throughout the Carolinas are credited for the origins of NASCAR due to the resistance during the prohibition. Many of the vehicles were modified to increase top speed and handling, to provide the bootleggers with an advantage toward the vehicles local law enforcement would use in the area.
An important part to the modifications of stock cars, was to increase the performance of the vehicle while maintaining the same exterior look giving it the name Stock car racing. Many legends in NASCAR originated as bootleggers in the Great Smoky Mountains of North Carolina like Junior Johnson. Organized oval racing began on Daytona Beach in Florida as a hobby but gained interest from all over the country; as oval racing became larger and larger, a group gathered in hopes to form a sanctioning body for the sport. NASCAR was organized in 1947. Daytona Beach and Road Course was founded where land speed records were set on the beach, including part of A1A; the highlight of the stock car calendar is the season-opening Daytona 500 nicknamed'The Great American Race', held at Daytona International Speedway in Daytona Beach, Florida. NASCAR has now held over 2,500 sanctioned events over the course of 70 seasons. Richard Petty is known as the king of NASCAR with over 200 recorded wins in the series and has competed in 1,184 races in his career.
Touring car racing is a set of vehicles, modified street cars, that race over closed purpose built race tracks and street courses. Off-Road Racing is a group