Bristol Cars is a dormant manufacturer of hand-built luxury cars headquartered at Mychett Place, England. Bristol Cars Limited is a newly formed company, incorporated in 2011 after the original company fell into administration that same year and was dissolved by a court appointed administrator, after changing its name to BCL 2011 Ltd. After the Second World War, the car division of the Bristol Aeroplane Company was formed becoming Bristol Cars Limited. Bristol has only one sales showroom, on Kensington High Street in London; the company maintains an enthusiastic and loyal clientele. Bristol has always been a low-volume manufacturer; the company suspended manufacturing in March 2011, when administrators were appointed, 22 staff were made redundant at the factory in Filton and subsequently the company was dissolved. In April 2011, a new company was formed by the administrator to sell the original assets to Kamkorp. Since 2011, the company has been restoring and selling all models of the marque while a new model was being developed.
The company had revealed a desire to return to automotive production in 2018 with an all-new model, called the "Bullet" dubbed "Project Pinnacle". The car was first revealed to the public on 26 July 2016, homologation was set to have begun some time in 2018; the British aircraft industry suffered a dramatic loss of orders and great financial difficulties following the Armistice of 1918. To provide immediate employment for its considerable workforce, the Bristol Aeroplane Company undertook the manufacture of a light car, the construction of car bodies for Armstrong Siddeley and bus bodies for their sister company, Bristol Tramways. On the outbreak of World War II, Sir George Stanley White, managing director of the Bristol Aeroplane Company from 1911–1954, was determined not to suffer the same difficulties a second time; the company now employed 70,000 and he knew he must plan for the time when the voracious wartime demand for Bristol aircraft and aircraft engines would end. The company began working with AFN Ltd, makers of Frazer Nash cars and British importer of BMWs before the war, on plans for a joint venture in automotive manufacture.
As early as 1941, a number of papers were written or commissioned by George S. M. White, Sir Stanley's son, proposing a post-war car manufacturing division, it was decided to purchase an existing manufacturer for this purpose. Alvis, Aston Martin, Lagonda, ERA and Lea-Francis were considered. A chance discussion took place in May 1945, between D. A. Aldington, a director of Frazer Nash serving as an inspector for the wartime Ministry of Aircraft Production, Eric Storey, an assistant of George White at the Bristol Aeroplane Company, it led to the immediate take-over of Frazer Nash by the Aeroplane Company. Aldington and his two brothers had marketed the Frazer Nash BMW before the war, proposed to build an updated version after demobilisation; this seemed the perfect match for the aeroplane company's own ambitions to manufacture a high quality sports car. With the support of the War Reparations Board, H. J. Aldington travelled to Munich and purchased the rights to manufacture three BMW models and the 328 engine.
By July 1945, BAC had created a car division and bought a controlling stake in AFN. A factory was established near Bristol. George White and Reginald Verdon-Smith of the Aeroplane Company joined the new Frazer Nash Board, but in January 1947, soon after the first cars had been produced, differences between the Aldingtons and Bristol led to the resale of Frazer Nash; the Bristol Car Division became an independent entity. Bristol Cars was sold after its parent joined with other British aircraft companies in 1960 to create the British Aircraft Corporation, which became part of British Aerospace; the car division merged with Bristol Siddeley Engines, was marked for closure, but was bought in September 1960 by George S. M. White the chairman and effective founder. White retained the direction of the company, but sold a forty per cent shareholding to Tony Crook, a leading Bristol agent. Crook became sole distributor. In September 1969, only a month before the unveiling of the new Bristol 411 at the Earl's Court Motor Show, Sir George White suffered a serious accident in his Bristol 410.
The car was only superficially damaged. As time passed it became clear that he would never regain his health sufficiently to return to full-time work. To safeguard the future of his workforce, he decided in 1973 to sell his majority shareholding to Crook; as the ties with the White family were severed, British Aerospace requested the company to move its factory from Filton Aerodrome and it found new premises in nearby Patchway. The showroom on Kensington High Street became the head office, with Crook shuttling between the two in Bristol's light aircraft. Under Crook's direction the company produced at least six types, the names of which were borrowed from Bristol's distinguished aeronautical past: the Beaufighter, Blenheim and Brigand. In February 1997, Crook aged 77, sold a fifty per cent holding in Bristol Cars to Toby Silverton, with an option to take full control within four years. Silverton son-in-law of Joe Lewis of the Tavistock Group and son of Arthur Silverton of Overfinch, joined the board with his father.
Crook and Toby Silverton produced the Speedster, Bullet and 411 Series 6, though 2002 saw the transfer of Bristol Cars into the ownership of Silverton and the Tavistock Group, with Silverton in the chair and Crook remaining as m
1953 Formula One season
The 1953 Formula One season was the seventh season of the FIA's Formula One racing. It consisted only of a number of non-championship motor races; as in 1952, all races counting towards the World Championship of Drivers, apart from the Indianapolis 500, were held for cars complying with Formula Two regulations rather than with Formula One, with the Indianalpolis 500 held to AAA regulations. The 4th FIA World Championship of Drivers, which commenced on 18 January and ended on 13 September after nine races, was won by Alberto Ascari, driving for a Scuderia Ferrari. Ascari became the first driver to defend his title. In addition to the non-championship Formula One races and the World Championship Formula Two races, numerous other non-championship Formula Two races were held during the year. Ferrari drivers again dominated the championship, taking seven of the eight grands prix, although Juan Manuel Fangio's challenge in his more fragile Maserati took him to second place in the championship and a win at Monza.
Ascari extended his unbeaten run to nine consecutive World Championship grand prix wins before his teammate Mike Hawthorn broke the sequence in becoming the first British winner in the French Grand Prix at Reims after a thrilling battle with Fangio. In 1953, all but one of the races counting towards the World Championship of Drivers were run under Formula 2 regulations, while the remaining one, the Indianapolis 500, was run under AAA Championship Car regulations; the 1953 championship was the first global World Championship of Drivers, with a championship event being staged outside of Europe or the United States for the first time. That race, the 1953 Argentine Grand Prix, was marred by an accident involving the Ferrari of Giuseppe Farina, which crashed into an unprotected crowd, killing nine spectators; the 1953 World Championship of Drivers was contested over a nine race series. The Spanish Grand Prix, scheduled to be staged on 26 October, was cancelled; the Indianapolis 500 counted towards the 1953 AAA Championship.
The following teams and drivers competed in the 1953 FIA World Championship of Drivers. Championship points were awarded to first five finishers in each race on 6, 4, 3, 2 basis. Points for shared drives were divided between the drivers, regardless of the number of laps driven by each. 1 point was awarded for the fastest lap in each race. The point was shared between drivers sharing the fastest lap. Only the best four results from the nine races counted towards a driver's total points in the World Championship. Numbers without parentheses are retained championship points and numbers within parentheses are total points scored. * Italics indicate fastest lap Bold indicates pole position † Position shared between more drivers of the same car ‡ Several cars were shared in this race. See the race page for details; the following Formula One/Formula Two races, which did not count towards the World Championship of Drivers, were held during 1953
Switzerland the Swiss Confederation, is a country situated in western and southern Europe. It consists of 26 cantons, the city of Bern is the seat of the federal authorities; the sovereign state is a federal republic bordered by Italy to the south, France to the west, Germany to the north, Austria and Liechtenstein to the east. Switzerland is a landlocked country geographically divided between the Alps, the Swiss Plateau and the Jura, spanning a total area of 41,285 km2. While the Alps occupy the greater part of the territory, the Swiss population of 8.5 million people is concentrated on the plateau, where the largest cities are to be found: among them are the two global cities and economic centres Zürich and Geneva. The establishment of the Old Swiss Confederacy dates to the late medieval period, resulting from a series of military successes against Austria and Burgundy. Swiss independence from the Holy Roman Empire was formally recognized in the Peace of Westphalia in 1648; the country has a history of armed neutrality going back to the Reformation.
It pursues an active foreign policy and is involved in peace-building processes around the world. In addition to being the birthplace of the Red Cross, Switzerland is home to numerous international organisations, including the second largest UN office. On the European level, it is a founding member of the European Free Trade Association, but notably not part of the European Union, the European Economic Area or the Eurozone. However, it participates in the Schengen Area and the European Single Market through bilateral treaties. Spanning the intersection of Germanic and Romance Europe, Switzerland comprises four main linguistic and cultural regions: German, French and Romansh. Although the majority of the population are German-speaking, Swiss national identity is rooted in a common historical background, shared values such as federalism and direct democracy, Alpine symbolism. Due to its linguistic diversity, Switzerland is known by a variety of native names: Schweiz. On coins and stamps, the Latin name – shortened to "Helvetia" – is used instead of the four national languages.
Switzerland is one of the most developed countries in the world, with the highest nominal wealth per adult and the eighth-highest per capita gross domestic product according to the IMF. Switzerland ranks at or near the top globally in several metrics of national performance, including government transparency, civil liberties, quality of life, economic competitiveness and human development. Zürich and Basel have all three been ranked among the top ten cities in the world in terms of quality of life, with the first ranked second globally, according to Mercer in 2018; the English name Switzerland is a compound containing Switzer, an obsolete term for the Swiss, in use during the 16th to 19th centuries. The English adjective Swiss is a loan from French Suisse in use since the 16th century; the name Switzer is from the Alemannic Schwiizer, in origin an inhabitant of Schwyz and its associated territory, one of the Waldstätten cantons which formed the nucleus of the Old Swiss Confederacy. The Swiss began to adopt the name for themselves after the Swabian War of 1499, used alongside the term for "Confederates", used since the 14th century.
The data code for Switzerland, CH, is derived from Latin Confoederatio Helvetica. The toponym Schwyz itself was first attested in 972, as Old High German Suittes perhaps related to swedan ‘to burn’, referring to the area of forest, burned and cleared to build; the name was extended to the area dominated by the canton, after the Swabian War of 1499 came to be used for the entire Confederation. The Swiss German name of the country, Schwiiz, is homophonous to that of the canton and the settlement, but distinguished by the use of the definite article; the Latin name Confoederatio Helvetica was neologized and introduced after the formation of the federal state in 1848, harking back to the Napoleonic Helvetic Republic, appearing on coins from 1879, inscribed on the Federal Palace in 1902 and after 1948 used in the official seal.. Helvetica is derived from the Helvetii, a Gaulish tribe living on the Swiss plateau before the Roman era. Helvetia appears as a national personification of the Swiss confederacy in the 17th century with a 1672 play by Johann Caspar Weissenbach.
Switzerland has existed as a state in its present form since the adoption of the Swiss Federal Constitution in 1848. The precursors of Switzerland established a protective alliance at the end of the 13th century, forming a loose confederation of states which persisted for centuries; the oldest traces of hominid existence in Switzerland date back about 150,000 years. The oldest known farming settlements in Switzerland, which were found at Gächlingen, have been dated to around 5300 BC; the earliest known cultural tribes of the area were members of the Hallstatt and La Tène cultures, named after the archaeological site of La Tène on the north side of Lake Neuchâtel. La Tène culture developed and flourished during the late Iron Age from around 450 BC under some influence from the Gree
Argentina the Argentine Republic, is a country located in the southern half of South America. Sharing the bulk of the Southern Cone with Chile to the west, the country is bordered by Bolivia and Paraguay to the north, Brazil to the northeast and the South Atlantic Ocean to the east, the Drake Passage to the south. With a mainland area of 2,780,400 km2, Argentina is the eighth-largest country in the world, the fourth largest in the Americas, the largest Spanish-speaking nation; the sovereign state is subdivided into twenty-three provinces and one autonomous city, Buenos Aires, the federal capital of the nation as decided by Congress. The provinces and the capital exist under a federal system. Argentina claims sovereignty over part of Antarctica, the Falkland Islands, South Georgia and the South Sandwich Islands; the earliest recorded human presence in modern-day Argentina dates back to the Paleolithic period. The Inca Empire expanded to the northwest of the country in Pre-Columbian times; the country has its roots in Spanish colonization of the region during the 16th century.
Argentina rose as the successor state of the Viceroyalty of the Río de la Plata, a Spanish overseas viceroyalty founded in 1776. The declaration and fight for independence was followed by an extended civil war that lasted until 1861, culminating in the country's reorganization as a federation of provinces with Buenos Aires as its capital city; the country thereafter enjoyed relative peace and stability, with several waves of European immigration radically reshaping its cultural and demographic outlook. The almost-unparalleled increase in prosperity led to Argentina becoming the seventh wealthiest nation in the world by the early 20th century. Following the Great Depression in the 1930s, Argentina descended into political instability and economic decline that pushed it back into underdevelopment, though it remained among the fifteen richest countries for several decades. Following the death of President Juan Perón in 1974, his widow, Isabel Martínez de Perón, ascended to the presidency, she was overthrown in 1976 by a U.
S.-backed coup which installed a right-wing military dictatorship. The military government persecuted and murdered numerous political critics and leftists in the Dirty War, a period of state terrorism that lasted until the election of Raúl Alfonsín as President in 1983. Several of the junta's leaders were convicted of their crimes and sentenced to imprisonment. Argentina is a prominent regional power in the Southern Cone and Latin America, retains its historic status as a middle power in international affairs. Argentina has the second largest economy in South America, the third-largest in Latin America, membership in the G-15 and G-20 major economies, it is a founding member of the United Nations, World Bank, World Trade Organization, Union of South American Nations, Community of Latin American and Caribbean States and the Organization of Ibero-American States. Despite its history of economic instability, it ranks second highest in the Human Development Index in Latin America; the description of the country by the word Argentina has been found on a Venetian map in 1536.
In English the name "Argentina" comes from the Spanish language, however the naming itself is not Spanish, but Italian. Argentina means in Italian " of silver, silver coloured" borrowed from the Old French adjective argentine " of silver" > "silver coloured" mentioned in the 12th century. The French word argentine is the feminine form of argentin and derives from argent "silver" with the suffix -in; the Italian naming "Argentina" for the country implies Terra Argentina "land of silver" or Costa Argentina "coast of silver". In Italian, the adjective or the proper noun is used in an autonomous way as a substantive and replaces it and it is said l'Argentina; the name Argentina was first given by the Venetian and Genoese navigators, such as Giovanni Caboto. In Spanish and Portuguese, the words for "silver" are plata and prata and " of silver" is said plateado and prateado. Argentina was first associated with the silver mountains legend, widespread among the first European explorers of the La Plata Basin.
The first written use of the name in Spanish can be traced to La Argentina, a 1602 poem by Martín del Barco Centenera describing the region. Although "Argentina" was in common usage by the 18th century, the country was formally named "Viceroyalty of the Río de la Plata" by the Spanish Empire, "United Provinces of the Río de la Plata" after independence; the 1826 constitution included the first use of the name "Argentine Republic" in legal documents. The name "Argentine Confederation" was commonly used and was formalized in the Argentine Constitution of 1853. In 1860 a presidential decree settled the country's name as "Argentine Republic", that year's constitutional amendment ruled all the names since 1810 as valid. In the English language the country was traditionally called "the Argentine", mimicking the typical Spanish usage la Argentina and resulting from a mistaken shortening of the fuller name'Argentine Republic'.'The Argentine' fell out of fashion during the mid-to-late 20th century, now the country is referred to as "Argentina".
In the Spanish language "Argentina" is feminine, taking the feminine article "La" as the i
Frederick Charles Kenneth Wharton was a British racing driver from England. He competed in off-road trials and rallying, raced sports cars and single-seaters, he began racing in the new National 500cc Formula in his own special, acquired a Cooper. His World Championship Grand Prix debut was at the 1952 Swiss event, run to Formula 2 regulations, where he started from 13th position on the grid and finished 4th, he participated in a total of 15 World Championship Grands Prix, from which he scored 3 championship points. In 1951 he "travelled abroad, with Peter Bell's 2-litre E. R. A. to finish 3rd overall in the Susa/Mont Cenis hill-climb and 4th overall in the Aosta/Grand Saint Bernard hill-climb. With a Cooper 500 he competed in the German Freiburg hill-climb where he was runner-up in the 500 cc class to Stirling Moss." Wharton won the Freiburg event outright in the E. R. A. on 5 August, climbing the 7.4 miles in 8 minutes 5.33 seconds. On 19 August he was fastest at the Vue des Alpes hill-climb, with a time of 3 minutes 57.8 seconds.
He won the British Hill Climb Championship every year from 1951 to 1954, remains the only driver to have won four successive BHCC titles. Other successes with ERA R4D included winning the Brighton Speed Trials in 1954, 1955 and 1956. Success in rallies included driving Fords, he became British Trials Champion. On 4 July 1954, Peter Whitehead won the Reims 12-hour race in a Jaguar D-Type. In 1957 Wharton was fatally injured when his Ferrari Monza crashed in a sports car race at the Ardmore Circuit in New Zealand. Ken Wharton profile at The 500 Owners Association
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
Alta Car and Engineering Company
The Alta Car and Engineering Company was a British sports and racing car manufacturer known as Alta. Their cars contested five FIA World Championship races between 1950 and 1952, as well as Grand Prix events prior to this, they supplied engines to a small number of other constructors, most notably the Connaught and HWM teams. The company was founded by engineer Geoffrey Taylor in Surbiton and produced its first automobile in 1929. Alta's first vehicle was a sports car powered by a 1.1L engine, featuring an aluminium block, wet liners, shaft-driven twin overhead camshafts, which Taylor designed himself. It was offered in aspirated or supercharged form giving 49 or 76 bhp. A choice of four speed non-synchromesh or pre-selector gearboxes was available; these were mounted on a low-slung chassis frame with open two- or four-seat bodies. Thirteen were made; this design, its 1.5L and 2L sister cars, sold but in limited numbers, right up to the outbreak of war in 1939. With the highest power option the car was capable of 0 -- 60 mph in 7 seconds.
In 1937 the company introduced front independent suspension to the chassis. They became popular among club racers due to their ability to be converted from 1.5L to 2L or vice versa, allowing drivers on a limited budget to contest more than one class without having to buy a second car. In 1934, Taylor produced the first Alta to be designed for competition; the resulting light-weight, off-set single seat voiturette cars achieved quite a reputation in shorter events such as hill-climbs and time-trials. Once again, Alta's keen pricing, in comparison to the expensive ERA models, resulted in many sales to amateur racers. However, a lack of reliability kept the Alta name out of the long distance Grand Prix events. A revised voiturette design appeared with independent front suspension. George Abecassis had some success with this design, winning a string of events before the Second World War interrupted; as war approached, Taylor was drafting designs for a new straight-8 engine and a third-generation voiturette, this time with independent suspension.
This last prewar car was advanced for its time, was nearly complete in late 1939. However, as soon as war was declared, Alta's production capabilities were given over to the war effort, production of the new designs was halted. Despite Alta's diminutive size, their status as a road car manufacturer, Alta was in fact the first British constructor to produce a new Grand Prix car following the end of World War II. Austerity limitations of raw materials did not stop Taylor beginning production of designs he had been developing throughout the war years, the Alta GP car appeared in 1948, he restarted production of the road-going sports cars, although without further development funding the popularity of these models dwindled. Prior to 1948, the last pre-war Alta was campaigned with varying degrees of success; the Alta GP car was a development of the pre-war design, but was powered by a supercharged 1.5L engine, developing 230bhp, retained the 4-speed pre-selector gearbox of the prewar cars. Taylor developed the independent suspension design further, introducing wishbones and rubber linkage bushings.
The first car was supplied to privateer driver George Abecassis, who campaigned it throughout 1948 and into 1949, but only finished once. Abecassis would go on to use Alta engines to power his HWM team from 1951 to 1955. Modifications were made to the bodywork and gearchange for the subsequent 1949 and 1950 GP2 and GP3 vehicles, GP3 gaining a two-stage supercharger. Once again they were built to order, supplied to Geoffrey Crossley and Joe Kelly respectively. Crossley could only manage seventh place. In 1950 he set a number of speed records over 50 km and 100 km at the Montlhéry circuit. Kelly concentrated on Irish races, his best finish was third in the 1952 Ulster Trophy. Both drivers took their respective chassis to the 1950 British Grand Prix, the first Formula One World Championship race. However, while Kelly finished, he was unclassified. Kelly carried out extensive modification and rebuilding work on GP3, running it as the Irish Racing Automobiles car during 1952 and 1953, his most significant change was to replace the Alta engine with a Bristol unit.
Lacking the funding necessary to develop a Formula One successor to the GP design, Taylor decided to move into the junior Formula Two category. The engine produced was a 1970 cc inline 4-cylinder aspirated unit, developing around 130 bhp. Alta's own chassis design followed the preceding GP car closely, this resulted in an overweight car considering the reduced power available from the unsupercharged motors. Tony Gaze and Gordon Watson took F2/1 and F2/2 on a tour of European races, but good results were hard to come by. Indeed, the F2 chassis was so much like the GP design that the uncompleted GP/4 machine was converted and became F2/3. F2/3 was no more successful than its siblings. F2/4 followed in construction and was sold to Orlando Simpson before Peter Whitehead placed an order for what was to become the last Alta car built: F2/5; this F2 Alta was entered for World Championship Grands Prix events, first driven by himself in the 1952 French Grand Prix, by his half-brother Graham Whitehead at the 1952 British Grand Prix.
Neither run produced a points finish, but this was not to be the last time that the Alta name appeared in Formula One. While the F2 engine