1.
1914 French Grand Prix
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The 1914 French Grand Prix was a Grand Prix motor race held at Lyon on 4 July 1914. The restriction on Grand Prix cars for 1914 included an 1,100 kg maximum weight, christian Lautenschlager won at an average speed of 65.665 mph. The fastest lap was set by Max Sailer, at an speed of 69.780 mph. The Grand Prix was a contest between the French Peugeots and the German Mercedes and this was the last Grand Prix before the First World War, and took place less than a week after the assassination of Archduke Franz Ferdinand. An estimated crowd of over 300,000 watched thirty-seven cars start in pairs with a gap between each pair. Sailer led by 18 seconds at the end of the first lap, Sailer retired with a blown engine on lap six. Georges Boillot took over the lead and retained it for the next twelve laps, at one point he led by over four minutes. The Mercedes drivers each made one stop during the race for new Continental tyres and this contrasted with the poor wear of the Dunlop tyres used by Peugeot and Boillots eight stops for tyres. Boillots many stops allowed Lautenschlager to pass Boillot on lap 18, by the end of that lap, Lautenschlager had opened up a lead of over 30 seconds. Boillot dropped out during the final lap, ferenc Szisz, the winner of the first French Grand Prix in 1906, had to retire from the race through injury. On the 11th lap Szisz was forced to stop to change a wheel, during the wheel change, he was hit by another car and suffered a broken arm. This was the last Grand Prix before World War I started, and racing did not resume until 1919
2.
Turin
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Turin is a city and an important business and cultural centre in northern Italy, capital of the Piedmont region and was the first capital city of Italy. The city is located mainly on the bank of the Po River, in front of Susa Valley and surrounded by the western Alpine arch. The population of the city proper is 892,649 while the population of the area is estimated by Eurostat to be 1.7 million inhabitants. The Turin metropolitan area is estimated by the OECD to have a population of 2.2 million, in 1997 a part of the historical center of Torino was inscribed in the World Heritage List under the name Residences of the Royal House of Savoy. Turin is well known for its Renaissance, Baroque, Rococo, Neo-classical, many of Turins public squares, castles, gardens and elegant palazzi such as Palazzo Madama, were built between the 16th and 18th centuries. This was after the capital of the Duchy of Savoy was moved to Turin from Chambery as part of the urban expansion, the city used to be a major European political center. Turin was Italys first capital city in 1861 and home to the House of Savoy, from 1563, it was the capital of the Duchy of Savoy, then of the Kingdom of Sardinia ruled by the Royal House of Savoy and finally the first capital of the unified Italy. Turin is sometimes called the cradle of Italian liberty for having been the birthplace and home of notable politicians and people who contributed to the Risorgimento, such as Cavour. The city currently hosts some of Italys best universities, colleges, academies, lycea and gymnasia, such as the University of Turin, founded in the 15th century, in addition, the city is home to museums such as the Museo Egizio and the Mole Antonelliana. Turins attractions make it one of the worlds top 250 tourist destinations, Turin is ranked third in Italy, after Milan and Rome, for economic strength. With a GDP of $58 billion, Turin is the worlds 78th richest city by purchasing power, as of 2010, the city has been ranked by GaWC as a Gamma World city. Turin is also home to much of the Italian automotive industry, the Taurini were an ancient Celto-Ligurian Alpine people, who occupied the upper valley of the Po River, in the center of modern Piedmont. In 218 BC, they were attacked by Hannibal as he was allied with their long-standing enemies, the Taurini chief town was captured by Hannibals forces after a three-day siege. As a people they are mentioned in history. It is believed that a Roman colony was established in 27 BC under the name of Castra Taurinorum, both Livy and Strabo mention the Taurinis country as including one of the passes of the Alps, which points to a wider use of the name in earlier times. In the 1st century BC, the Romans created a military camp, the typical Roman street grid can still be seen in the modern city, especially in the neighborhood known as the Quadrilatero Romano. Via Garibaldi traces the path of the Roman citys decumanus which began at the Porta Decumani. The Porta Palatina, on the side of the current city centre, is still preserved in a park near the Cathedral
3.
Vanderbilt Cup
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The Vanderbilt Cup was the first major trophy in American auto racing. An international event, it was founded by William Kissam Vanderbilt II in 1904 and first held on October 8 on a course set out in Nassau County on Long Island, New York. The announcement that the race was to be held caused considerable controversy in New York, the politicians soon jumped in, holding public hearings on the issue. Vanderbilt prevailed and the race was run over a 30.24 miles course of winding dirt roads through the Nassau County area. The race drew the top drivers and their vehicles from across the Atlantic Ocean, the first Long Island race featured seventeen vehicles and the newspaper and poster art promotion drew large crowds hoping to see an American car defeat the mighty European vehicles. However, George Heath won the race in a Panhard and another French vehicle, crowd control was a problem from the start and after a spectator, Curt Gruner, was killed in 1906, the race was cancelled. Meanwhile, in France, the first Grand Prix motor racing event had been run on June 26,1906, one of the competitors was American Elliot Shepard, the son of Margaret Vanderbilt-Shepard and a cousin of William Kissam Vanderbilt. Construction began in 1907 of the toll highway, to run from the Kissena Corridor in Queens County over numerous bridges and overpasses to Lake Ronkonkoma. The Vanderbilt Cup was held successfully on Long Island until 1911 when it was showcased at Savannah, the next year it moved to a racecourse in Milwaukee, Wisconsin, then for three years in California, Santa Monica in 1914 and 1916, San Francisco in 1915. The race was canceled after the United States joined the Allies in World War I in 1917, some of the drivers who participated in the Vanderbilt Cup became famous names, synonymous with automobiles and racing such as Louis Chevrolet, Vincenzo Lancia and Ralph DePalma. Once again, the Europeans were enticed by the prize money. A lack of American competition and a less-than-exciting course layout saw the race run for two years, both won by Europeans. The Vanderbilt Cup would not return to the United States motor racing scene for more than twenty years, in 1960, sponsored by Cornelius Vanderbilt IV, it was run as a Formula Junior event and held again at Roosevelt Raceway. In 1965,1967, and 1968, the Bridgehampton Sports Car Races were billed as the Vanderbilt Cup, the original Cup is cast of silver and measures 2.5 feet in height. It bears the image of William K. Vanderbilt II driving his record-setting Mercedes at the Daytona Beach Road Course in 1904, the trophy today is stored at a Smithsonian Institution storage facility and is not available to be seen by the public. The George Vanderbilt Cup is on display at Museo Nicolis in Verona, ^A The 1966 event was billed as the Bridgehampton 200. The Vanderbilt Cup name disappeared for another 36 years until 1996, in recognition of William Kissam Vanderbilts place in automotive racing history, a copy of the original cup was created as the trophy for the CART U. S.500 race. In 2000, CART designated the Vanderbilt Cup as its series championship trophy, names of U. S.500 winners from 1996–99 and the CART series winners since 2000, are etched into the new Cup
4.
Giovanni Agnelli
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Giovanni Agnelli was an Italian entrepreneur, who founded Fiat car manufacturing in 1899. The son of Edoardo Agnelli and Aniceta Frisetti, he was born in 1866 in Villar Perosa and his father, mayor of Villar Perosa, died at age 40, when Giovanni was just five. Agnelli heard about the invention of the new carriage and immediately saw an opportunity for using his engineering. In 1898, he met Count Emanuele Cacherano of Bricherasio, who was looking for investors for his horseless carriage project, one year later he was the managing director of the new company and became the chairman in 1920. The first Fiat plant opened in 1900 with 35 staff making 24 cars, known from the beginning for the talent and creativity of its engineering staff, by 1903 Fiat made a small profit and produced 135 cars, this grew to 1,149 cars by 1906. The company then went public selling shares via the Milan stock exchange, Agnelli began purchasing all the shares he could adding to his holding, overcoming scandals and labour problems. During World War I Agnelli became involved with the financier Riccardo Gualino in transport of US aid to Europe in 1917 and they invested in two enterprises in the United States, the Marine & Commerce Corporation of America exported coal and the International Shipbuilding Company made motorized vessels. These companies failed when the war ended, since they were structured to meet wartime demand, Agnelli and Gualino made an attempt early in 1918 to take over Credito Italiano. They did not succeed, but joined the board of directors of the bank, Agnelli was vice-president of Gualinos SNIA from 1917 to 1926. In the early 1920s SNIA began to manufacture artificial textile fibers, in 1920 Gualino and Agnelli participated in recapitalization of the private bank Jean de Fernex, and bought a third of the shares of Alfredo Frassati, publisher of La Stampa. Gualino and Agnelli were also involved in a proposal to link Milan, Genoa and Turin with a high-speed railway and their partnership broke up around 1926 due to Gualinos investments in the French automobile industry. After World War I Fiat jumped from 30th to third place among Italian industrial companies, the first Ford factory was opened four years after Fiat was founded and already in 1906 a first Fiat car dealer in US was established, in Manhattan, Broadway. Agnelli was appointed a Senator in 1923, and filled several other prestigious positions between the two wars and he remained focused and propelled Fiat to the international arena. He was still active with FIAT at the start of the Second World War, Knight of the Order of Labour Grand Officer of the Order of Saints Maurice and Lazarus Knight Grand Cross of the Order of the Crown of Italy Inducted into the Automotive Hall of Fame in 2002. Inducted into the European Automotive Hall of Fame in 2001, ceirano GB & C Turin Edoardo Agnelli Gianni Agnelli Giovanni Agnelli at Find a Grave
5.
Targa Florio
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The Targa Florio was an open road endurance automobile race held in the mountains of Sicily near Palermo. Founded in 1906, it was the oldest sports car racing event, after 1973, it was a national sports car event until it was discontinued in 1977 due to safety concerns. It has since run as a rallying event, and is part of the Italian Rally Championship. The race was created in 1906 by the wealthy pioneer race driver and automobile enthusiast, Vincenzo Florio, alessandro Cagno won the inaugural 1906 race in nine hours, averaging 30 miles per hour. By the mid-1920s, the Targa Florio had become one of Europes most important races, Grand Prix races were still isolated events, not a series like todays F1. The wins of Mercedes in the 1920s made a big impression in Germany, especially that of German Christian Werner in 1924, rudolf Caracciola repeated a similar upset win at the Mille Miglia a couple of years later. In 1926, Eliska Junkova, one of the female drivers in Grand Prix motor racing history. In 1953, the FIA World Sportscar Championship was introduced, the Targa became part of it in 1955, when Mercedes had to win 1-2 with the Mercedes-Benz 300 SLR in order to beat Ferrari for the title. They had missed the first two of the 6 events, Buenos Aires and the 12 Hours of Sebring, where Ferrari, Jaguar, Maserati and Porsche scored. Mercedes appeared at and won in the Mille Miglia, then pulled out of Le Mans as a sign of respect for the victims of the 1955 Le Mans disaster, stirling Moss/Peter Collins and Juan Manuel Fangio/Karl Kling finished minutes ahead of the best Ferrari and secured the title. Several versions of the track were used and it started with a single lap of a 148 km circuit from 1906-1911 and 1931. From 1912 to 1914 a tour around the perimeter of Sicily was used, with a lap of 975 kilometres. The 148 km Grande circuit was shortened twice, the first time to 108 km, the version used from 1919-1930. From 1951-1958, the coastal island tour variant was used for a separate event called the Giro di Sicilia. The start and finish took place at Cerda, the second version of the track also went south through Caltavuturo and took a shortcut starting right before Castellana to Collesano via the town of Polizzi Generosa. There was a circuit called Favorita Park used from 1937-1940. To put that in perspective, most purpose built circuits have between 12 and 18 corners, and the longest purpose built circuit in the world, the 13-mile Nurburgring, has about 180 corners. Like a rally event, the cars were started one by one every 15 seconds for a time trial, as a start from a full grid was not possible on the tight
6.
Itala
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Itala was a car manufacturer based in Turin, Italy from 1904-1934, started by Matteo Ceirano and five partners in 1903. T. A. R. / Rapid, SCAT, Itala and S. P. A, giovannis son Giovanni Ernesto was also influential, co-founding Ceirano Fabbrica Automobili and Fabrica Anonima Torinese Automobili. In 1888, after eight years apprenticeship at his fathers watch-making business, Giovanni Battista started building Welleyes bicycles, in October 1898 Giovanni Battista and Matteo co-founded Ceirano GB & C and started producing the Welleyes motor car in 1899. In July 1899 the plant and patents were sold to Giovanni Agnelli, in 1904 Matteo Ceirano left Ceirano GB & C to create his own brand - Itala. In 1906 Matteo left Itala to found S. P. A. with chief designer, in 1906 Giovanni founded SCAT in Turin. In 1919 Giovanni and Giovanni Ernesto co-founded Ceirano Fabbrica Automobili and in 1922 they took control of Fabrica Anonima Torinese Automobili, three cars were offered in the first year, an 18 hp, a 24 hp and a 50 hp. In 1905 they started making very large engined racing cars with a 14.8 Litre 5 cylinder model which won the Coppa Florio, in 1907 a 7,433 cc 35/45 hp model driven by Count Scipione Borghese won the Peking to Paris motor race by three weeks. These sporting successes helped sales dramatically, the continued to grow. The company experimented with a range of engines such as variable stroke, sleeve valve. During the war Itala built aeroplane engines but made a loss producing them, two Tipo 61s did take part in the 1928 Le Mans 24 hour race winning the 2 litre class. The company was bought by truck maker Officine Metallurgiche di Tortona in 1929, the remains of the company was sold to Fiat. A distinctive feature of the pre-World War I50 hp &90 hp models was their use of a rotary valve, each valve fed a pair of cylinders and was mounted alongside, rotating parallel to them. Four ports cast into the valve alternately connected ports to the cylinders through the side of the valve to the inlet and exhaust manifolds at bottom, leo Villa began his career as a racing mechanic working on these rotary valve engines for the driver Giulio Foresti. He met Malcolm Campbell, when in 1923, Campbell took over the Itala, seeing the publicity potential of racing them at Brooklands, Campbell also bought two of Forestis race-prepared cars. Foresti and Villa delivered them in person from Paris to Campbells house at Povey Cross, impressed by Campbells wealth and ambitions, Villa accepted an offer to become his permanent mechanic. Barzini, Luigi and L P De Castelvecchio, Peking to Paris 100th Anniversary Edition. Demontreville Press Inc,2007. ISBN0978956311 Clutton, Cecil, the 1907 &1908 Racing Italas. List of Italian companies List of automobile companies founded by the Ceirano brothers
7.
Pordenone
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Pordenone listen is the main comune of Pordenone province of northeast Italy in the Friuli-Venezia Giulia region. The name comes from Latin Portus Naonis, meaning port on the Noncello River, Pordenone was created in the High Middle Ages as a river port on the Noncello, with the name Portus Naonis. In the area, however, there were already villas and agricultural settlements in the Roman age. In 1278, after having been administrated by several feudatories, the city was handed over to the Habsburg family, in the 14th century, Pordenone grew substantially due to the flourishing river trades, gaining the status of city in December 1314. In 1514, it was acquired by the Republic of Venice, under Venice a new port was built and the manufacturers improved. After the Napoleonic period, Pordenone was included in the Austrian possessions in Italy, the railway connection, including Pordenone railway station, and the construction of the Pontebbana road brought on the decline of the port, but spurred substantial industrial development. Pordenone was annexed to Italy in 1866, the cotton sector decayed after the damage of World War I and failed completely after the 1929 crisis. After World War II, Pordenone, as well as the rest of Friuli-Venezia Giulia, became a garrison for military units. The heavy military presence boosted the economy of the once-depressed area, Pordenone is as now garrison of the 132nd Armored Brigade Ariete. The territory of Pordenone is located in the lowlands of the Po-Venetian Valley, south of Venetian Alps, the lowlands of Pordenone is characterized by an abundance of water and by the phenomenon of resurgence. Climate in this area has mild differences between highs and lows, and there is adequate rainfall year-round, the Köppen Climate Classification subtype for this climate is Cfb. In ancient times, the Friulian language was spoken in Pordenone, under the Venetian rule the Venetian language – closer to modern standard Italian – was subsequently introduced in a form which developed into the modern days Pordenone dialect. The town is surrounded by Friulian-speaking communities, however, Friulian is protected in town in accordance with the Regional Law of December 18,2007, n. 29, Norms for the protection, promotion and enhancement of the Friulian language, foreign citizens living in Pordenone amount to 8,001 units, making out 15. 5% of the town population. The ten largest ethnic minorities are listed as follows, Cathedral of St. Mark was built from 1363 in Romanesque-Gothic style and it houses a famous fresco of San Rocco and an altarpiece depicting the Virgin of Mercy by the native Renaissance painter Giovanni Antonio de Sacchis. Also inside the church are preserved the baptistery and the font by Giovanni Antonio Pilacorte, some fragments of frescoes of the circle of Gentile da Fabriano and it has a 79-metre bell tower. Church of St. Mary of the Angels, also known as Church of the wooden Christ, the church was built in 1309 and it is characterized by an entrance portal in Istrian stone by Giovanni Antonio Pilacorte. Inside the sacred building they are kept a crucifix dating from the 1466 of Johannes Teutonicus and they are worthy of mention, the Saint Barbara by Gianfrancesco da Tolmezzo and the Our Lady of Sorrows, fresco from the first half of the fourteenth century
8.
Italo-Turkish War
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The Italo-Turkish or Turco-Italian War was fought between the Kingdom of Italy and the Ottoman Empire from September 29,1911, to October 18,1912. As a result of conflict, Italy captured the Ottoman Tripolitania Vilayet, of which the main sub-provinces were Fezzan, Cyrenaica. These territories together formed what became known as Italian Libya, during the conflict, Italian forces also occupied the Dodecanese islands in the Aegean Sea. Although minor, the war was a significant precursor of the First World War as it sparked nationalism in the Balkan states, seeing how easily the Italians had defeated the weakened Ottomans, the members of the Balkan League attacked the Ottoman Empire before the war with Italy had ended. The Italo-Turkish War saw numerous changes, notably the airplane. The Turks, lacking anti-aircraft weapons, were the first to shoot down an aeroplane by rifle fire, when Italian diplomats hinted about possible opposition by their government, the French replied that Tripoli would have been a counterpart for Italy. In 1902, Italy and France had signed a treaty which accorded freedom of intervention in Tripolitania. However, the Italian government did little to realize the opportunity and knowledge of Libyan territory, the Italian press began a large-scale lobbying campaign in favour of an invasion of Libya at the end of March 1911. It was fancifully depicted as rich in minerals, well-watered, also, the population was described as hostile to the Ottoman Empire and friendly to the Italians, the future invasion was going to be little more than a military walk, according to them. The Socialist party had strong influence over public opinion, however, it was in opposition and also divided on the issue. It acted ineffectively against a military intervention, the future fascist leader Benito Mussolini – at this time still a left-wing Socialist – took a prominent anti-war position. A similar opposition was expressed in Parliament by Gaetano Salvemini and Leone Caetani, an ultimatum was presented to the Ottoman government led by the Committee of Union and Progress party on the night of 26–27 September. Through Austrian intermediation, the Ottomans replied with the proposal of transferring control of Libya without war and this suggestion was comparable to the situation in Egypt, which was under formal Ottoman suzerainty, but was actually controlled by the United Kingdom. Giolitti refused, and war was declared on September 29,1911, despite the time it had had to prepare the invasion, the Italian Royal Army was largely unprepared when the war broke out. The Italian fleet appeared off Tripoli in the evening of September 28, the city was conquered by 1,500 sailors, much to the enthusiasm of the interventionist minority in Italy. Another proposal for a settlement was rejected by the Italians. The Turks did not have an army in Trablusgarp. Many of the Ottoman officers had to travel there by their own means, often secretly, through Egypt, the Ottoman navy was too weak to transport troops by sea
9.
Daimler-Motoren-Gesellschaft
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Daimler-Motoren-Gesellschaft was a German engine and later automobile manufacturer, in operation from 1890 until 1926. Founded by Gottlieb Daimler and Wilhelm Maybach, it was based first in Cannstatt, Daimler died in 1900, and their business moved in 1903 to Stuttgart-Untertürkheim after the original factory was destroyed by fire, and again to Berlin in 1922. Other factories were located in Marienfelde and Sindelfingen, after this automobile production expanded to become DMGs main product, and it built several models. Because of the post World War One German economic crisis, DMG merged in 1926 with Benz & Cie. becoming Daimler-Benz, a further merger occurred in 1998 with Chrysler to become DaimlerChrysler. The name was changed to just Daimler AG in 2007 when Chrysler was sold. By 1882 both Daimler and Maybach had left Nikolaus Ottos Deutz AG Gasmotorenfabrik, in 1890 they founded their own engine business, Daimler Motoren Gesellschaft. Its purpose was the construction of small, high speed engines they had developed based on the stationary engine technology. They would manufacture small internal combustion engines suitable for use on land, sea, on July 5,1887, Daimler purchased a property in Seelberg Hill previously owned by Zeitler & Missel who had used it as a precious metal foundry. The site covered 2,903 square meters, cost 30,200 Goldmark and they also sold licences for others to make their engine products and Seelberg became a centre of the rapidly growing automobile industry. Daimler ran into problems because sales were not high enough. Not really believing in automobile production the financiers expanded the engine business, as they were selling well. Daimler and Maybach continued to advocate car manufacturing and as an even left DMG for a short period. Daimlers friend, Frederick Simms, persuaded the financiers to take Gottflieb Daimler and their business was re-merged with DMG’s. Daimler was appointed General Inspector, Maybach chief Technical Director and Simms a director of DMG, in 1892, Maybach designed the Phönix, an inline two-cylinder engine fitted with a new carburetor. Later DMGs successful Mercedes models based upon race cars designed by Wilhelm Maybach to the specifications of Emil Jellinek changed the outlook in favour of the automobile. Maybach continued as designer for a while, but quit in 1909 and was replaced by Gottliebs son, DMGs automobile sales took off, particularly with the first Daimler-Mercedes engine designed by Maybach placed into several race cars of 1900 built for Emil Jellinek. That race car was referred to as the Mercedes 35 hp. Production capacity was extended to Untertürkheim, in part due to the model 60s success, the number of DMG employees went from 821 to 2,200
10.
Riding mechanic
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A riding mechanic was a mechanic that rode along with a race car during races, and who was tasked with maintaining, monitoring, and repairing the car during the race. The various duties included manually pumping oil and fuel, checking tire wear, observing gauges and they also communicated with the pits and spotted from inside the car. If the car ran out of fuel, or otherwise broke down, riding mechanics were also referred to by the term mechanician. The position is associated with the early years of Championship car racing. Riding mechanics were used by most cars in the Indianapolis 500 from 1911 to 1922, in the first 500, driver Ray Harroun notably drove solo, the only car in the field without a riding mechanic. He famously affixed a rear-view mirror to the car, in order to see cars behind him. Harroun is famously regarded as the first driver to utilize a rear view mirror, however, starting in 1912, the AAA Contest Board declared that riding mechanics were made mandatory for all races of 100 miles or longer. In 1923 riding mechanics were optional, and only one team utilized them. They were brought back from 1930 to 1937 and made mandatory once again, from 1938 on, they were again deemed optional, but no teams in the starting field used one ever again. In the years immediately following WWII, nearly all cars had been parked. Riding mechanics were written out of the rule book in 1964. The mechanics sat in a seat, typically to the outside of the driver. Some cars, however, did have the reversed, with the riding mechanic on the inside. Due to the quarters, many were of short stature. Some notable riding mechanics are Harry Holcomb, Robert Bandini, the last living Indy 500 riding mechanic Joseph F. Kennelly died in September 2011. A small handful of riding mechanics were also drivers of their own right, two-time Indianapolis 500 winner Jimmy Murphy started his racing career as a riding mechanic. Pete DePaolo and Kelly Petillo also served as mechanicians, while accurate records are incomplete and spotty overall, the identification of riding mechanics from the history of the Indianapolis 500 is mostly complete and fairly reliable. Riding mechanics were required in the classic era of grand prix
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