Racing Point F1 Team
Racing Point F1 Team competing as SportPesa Racing Point F1 Team is the team that Racing Point UK has entered into the 2019 Formula One World Championship, using the constructor name of "Racing Point". The team, based in Silverstone, United Kingdom, competes under a British licence; the team was renamed in February 2019 from Racing Point Force India F1 Team, which used the constructor name of Racing Point Force India for the 2018 season. The 2019 season saw the team branded as "SportPesa Racing Point F1 Team", acknowledging lead sponsor SportPesa, a sports betting company from Kenya; the team's car for the 2019 season, the Racing Point RP19, was announced in Canada. The team's drivers for the 2019 season are Sergio Pérez and Lance Stroll, with the team making its racing debut at the 2019 Australian Grand Prix. In December 2018, the FIA's first release of the 2019 Formula One World Championship entry list confirmed that Racing Point UK intended to drop "Force India" from their team's name, would contest the 2019 championship with their team renamed as "Racing Point F1 Team".
* Season still in progress. Official website
Scuderia Ferrari
Scuderia Ferrari S.p. A. is the racing division of luxury Italian auto manufacturer Ferrari and the racing team that competes in Formula One racing. The team is nicknamed "The Prancing Horse", with reference to their logo, it is the oldest surviving and most successful Formula One team, having competed in every world championship since the 1950 Formula One season. The team was founded by Enzo Ferrari to race cars produced by Alfa Romeo, though by 1947 Ferrari had begun building its own cars. Among its important achievements outside Formula One are winning the World Sportscar Championship, 24 Hours of Le Mans, 24 Hours of Spa, 24 Hours of Daytona, 12 Hours of Sebring, Bathurst 12 Hour, races for Grand tourer cars and racing on road courses of the Targa Florio, the Mille Miglia and the Carrera Panamericana; as a constructor, Ferrari has a record 16 Constructors' Championships, the last of, won in 2008. Alberto Ascari, Juan Manuel Fangio, Mike Hawthorn, Phil Hill, John Surtees, Niki Lauda, Jody Scheckter, Michael Schumacher and Kimi Räikkönen have won a record 15 Drivers' Championships for the team.
Since Räikkönen's title in 2007 the team narrowly lost out on the 2008 drivers' title with Felipe Massa and the 2010 and 2012 drivers' titles with Fernando Alonso. Michael Schumacher is the team's most successful driver. Joining the team in 1996 and departing in 2006 he won five drivers' titles and 72 Grands Prix for the team, his titles came consecutively between 2000 and 2004, the team won consecutive constructors' title from 1999 until the end of 2004. Sebastian Vettel and Charles Leclerc are the two main race drivers; the team is known for its passionate support base known as the tifosi. The Italian Grand Prix at Monza is regarded as the team's home race; the Scuderia Ferrari team was founded by Enzo Ferrari on 16 November 1929 and became the racing team of Alfa Romeo and racing Alfa Romeo cars. In 1938, Alfa Romeo management made the decision to re-enter racing under its own name, establishing the Alfa Corse organisation, which absorbed what had been Scuderia Ferrari. Enzo Ferrari disagreed with this change in policy and was dismissed by Alfa in 1939.
The terms of his leaving forbade him from motorsport for a period of four years. In 1939, Ferrari started work on a racecar of his own, the Tipo 815; the 815s, designed by Alberto Massimino, were thus the first Ferrari cars. World War II put a temporary end to racing, Ferrari concentrated on an alternative use for his factory during the war years, doing machine tool work. After the war, Ferrari recruited several of his former Alfa colleagues and established a new Scuderia Ferrari, which would design and build its own cars; the team was based in Modena from its pre-war founding until 1943, when Enzo Ferrari moved the team to a new factory in Maranello in 1943, both Scuderia Ferrari and Ferrari's roadcar factory remain at Maranello to this day. The team owns and operates a test track on the same site, the Fiorano Circuit built in 1972, used for testing road and race cars; the team is named after Enzo Ferrari. Scuderia is Italian for a stable reserved for racing horses and is commonly applied to Italian motor racing teams.
The prancing horse was the symbol on Italian World War I ace Francesco Baracca's fighter plane, became the logo of Ferrari after the fallen ace's parents, close acquaintances of Enzo Ferrari, suggested that Ferrari use the symbol as the logo of the Scuderia, telling him it would'bring him good luck'. In May 1947, Ferrari constructed the 12-cylinder, 1.5 L Tipo 125, the first racing car to bear the Ferrari name. A Formula One version of the Tipo 125, the Ferrari 125 F1 was developed in 1948 and entered in several Grands Prix, at the time a World Championship had not yet been established. In 1950, the Formula One World Championship was established, Scuderia Ferrari entered in this first season, it is the only team to have competed in every season of the World Championship, from its inception to the current day. In fact the Ferrari team missed the first race of the championship, the 1950 British Grand Prix, due to a dispute about the'start money' paid to entrants, the team debuted in the 1950 Monaco Grand Prix with the 125 F1, sporting a supercharged version of the 125 V12, three experienced and successful drivers, Alberto Ascari, Raymond Sommer and Gigi Villoresi.
The company switched to the large-displacement aspirated formula for the 275, 340, 375 F1 cars. The Alfa Romeo team dominated the 1950 Formula One season, winning all eleven events it entered, but Ferrari broke their streak in 1951 when rotund driver José Froilán González took first place at the 1951 British Grand Prix. After the 1951 Formula One season the Alfa team withdrew from F1, causing the authorities to adopt the Formula Two regulations due to the lack of suitable F1 cars. Ferrari entered the 2.0 L 4-cyl Ferrari Tipo 500, which went on to win every race in which it competed in the 1952 Formula One season with drivers Ascari, Giuseppe Farina, Piero Taruffi. In the 1953 Formula One season, Ascari won only five races but another world title; the 1954 Formula One season brought new rules for 2.5 L engines. Ferrari had only two wins, González at the 1954 British Grand Prix and Mike Hawthorn a
Paris Motor Show
The Paris Motor Show is a biennial auto show in Paris. Held during October, it is one of the most important auto shows with many new production automobile and concept car debuts; the show presently takes place in Paris expo Porte de Versailles. The Mondial is scheduled by the Organisation Internationale des Constructeurs d'Automobiles, which considers it a major international auto show. In 2016, the Paris Motor Show welcomed 1,253,513 visitors, making it the most visited auto show in the world, ahead of Tokyo and Frankfurt; the key figures of the show are: 125 000 m2 of exhibition, 8 pavilions, 260 brands from 18 countries, 65 world premieres, more than 10 000 test drives for electric and hybrid cars, more than 10 000 journalists from 103 countries. Until 1986, it was called the Salon de l'Automobile; the show was held annually through 1976. The show was the first motor show in the world, started in 1898 by industry pioneer, Albert de Dion. After 1910 it was held at the Grand Palais in the Champs-Élysées.
During the First World War motor shows were suspended, meaning that the show of October 1919 was only the 15th "Salon". There was again no Paris Motor Show in 1925, the venue having been booked instead for an Exhibition of Decorative Arts. In October 1926 the Motor Show returned; the outbreak of war again intervened in 1939 when the 33rd Salon de l'Automobile was cancelled at short notice. Normality of a sorts returned some six years and the 33rd "Salon" opened in October 1946. In January 1977, it was announced that no Paris Motor Show would take place that year, because of the "current economic situation": at the same time the organisers confirmed that a 1978 Auto Salon for Paris was planned; the 65th Salon de Paris duly opened on 15 October 1978 in the modern buildings of the Parc des Expositions on the south-western edge of central Paris at the Porte de Versailles, where the show had been held since 1962. 1898 1st 1913 14th "Salon de l'Automobile" 1919 15th "Salon de l'Automobile" The first "Salon" since 1913.9 October 1919 65 French automobile makers exhibited.
At least 118 exhibitors in total. There was no "Salon de l'Automobile" in 1920 1921 16th "Salon de l'Automobile" 1922 17th "Salon de l'Automobile" 4 October 1922 81 French automobile makers exhibited 113 exhibitors in total.1923 18th "Salon de l'Automobile" 1924 19th "Salon de l'Automobile" 2 October 1924 78 French automobile makers exhibited 116 exhibitors in total. There was no "Salon de l'Automobile" in 1925 due to the venue having been allocated to an Exhibition of Decorative Arts 1926 20th "Salon de l'Automobile" 7 October 1926 81 French automobile makers exhibited and 42 non French automobile industry businesses exhibited. 126 exhibitors in total1927 21st "Salon de l'Automobile" 1928 22nd "Salon de l'Automobile" 1929 23rd "Salon de l'Automobile" 1930 24th "Salon de l'Automobile" 2 October 1930 46 French automobile makers and 46 non French automobile makers exhibited. 92 exhibitors in total.1931 25th "Salon de l'Automobile" 1 October 1931 39 French automobile makers and 37 non French automobile makers exhibited.
79 exhibitors in total.1932 26th "Salon de l'Automobile" 1933 27th "Salon de l'Automobile" 5 October 1933 26 French automobile makers exhibited.1934 28th "Salon de l'Automobile" 1935 29th "Salon de l'Automobile" 1936 30th "Salon de l'Automobile" 1937 31st "Salon de l'Automobile" 7 October 1937 22 French automobile makers exhibited.1938 32nd 1946 33rd 1947 34th "Salon de l'Automobile" 23 October 1947 27 French automobile makers exhibited.1948 35th 1949 36th 1950 37th 1951 38th "Salon de l'Automobile" 4 October 1951 23 French automobile makers exhibited.1952 39th 1953 40th 1954 41st 1955 42nd 1956 43rd 1957 44th "Salon de l'Automobile" 3 October 1957 24 French automobile makers exhibited.1958 45th 1959 46th 1960 47th 1961 48th "Salon de l'Automobile" 5 October 1961 9 French automobile makers exhibited. 1962 49th SalonThis was the first year the show was held at the Porte de Versailles on the outskirts of Paris.1963 50th 1964 51st 1965 52nd "Salon de l'Automobile" October 1965 9 French automobile makers exhibited.
1966 53rd 1967 54th "Salon de l'Automobile" 6 October 1967 8 French automobile makers exhibited, plus one coachbuilder Citroën Dyane world premiere1968 55th "Salon de l'Automobile" 1976 63rd "Salon de l'Automobile" known as a "Salon of Sobriété"Ferrari 400 world premiere1978 64th "Salon de l'Automobile" 15 October 19781998 Paris Motor Show 2000 Paris Motor Show 2002 Paris Motor Show 2004 Paris Motor Show 2006 Paris Motor Show 2008 Paris Motor Show 2010 Paris Motor Show 2012 Paris Motor Show 2014 Paris Motor Show 2016 Paris Motor Show 2018 Paris Motor Show Media related to Mondial de l’Automobile de Paris at Wikimedia Commons Official website Template:Paris Motor Show
Automobiles Darracq France
Automobiles Darracq France was a manufacturer of motor vehicles and aero engines in Suresnes, near Paris. The enterprise, known at first as A Darracq et Cie, was founded in 1896 by successful businessman Alexandre Darracq. In 1902 he sold his new business to a held English company named A Darracq and Company Limited, taking a substantial shareholding and a directorship himself, he continued to run the business from Paris but was obliged to retire to the Côte d'Azur in 1913 following years of difficulties that brought his business into hazardous financial circumstances. He had introduced an unproven unorthodox engine in 1911 which proved a complete failure yet he neglected Suresnes' popular conventional products. France entered the first World War. In 1916 ownership of the Suresnes business was transferred to Darracq S. A. In 1922 Darracq's name was dropped from its products and this business was renamed Talbot S. A, its products were branded Darracq-Talbot and just Talbot. The London parent company suffered a financial collapse during the great depression and in 1935 Talbot S.
A. was acquired by investors led by Antonio Lago. Alexandre Darracq, using part of the substantial profit he had made from selling his Gladiator bicycle factory to Adolpe Clément, formed a société en commanditie in February 1897 and named it A Darracq et Cie, he built the Perfecta works, in the Paris suburb of Suresnes just south of Puteaux. Production began in January 1898 with bicycle parts and quadricycles and a Millet motorcycle powered by a five-cylinder rotary engine and shortly after an electric brougham. In 1898 Darracq et Cie made a Léon Bollée-designed voiturette tricar; the somewhat old-fashioned voiturette proved a débâcle: the steering was problematic, the five-speed belt drive "a masterpiece of bad design", the hot tube ignition crude, proving the 250,000 francs or £10,000 Darracq et Cie had paid for the rights a mistake. A. Darracq et Cie was sold as of 30 September 1902 to A. Darracq and Company Limited, an English company a substantial part owned by Alexandre Darracq but majority controlled by a small group of English investors.
J S Smith-Winby was appointed chairman. Further capital was raised and large sums were spent on factory expansion, the Suresnes site was expanded to some four acres in extent, in England extensive premises were bought. In 1902, A. Darracq et Cie signed a contract with Adam Opel to jointly produce vehicles in the German Empire under licence, with the brand name "Opel Darracq". A. Darracq et Cie prospered. By 1903, four models were offered: a 1.1-litre single, a 1.3 L and 1.9 L twin, a 3.8 L four. The 1904 models abandoned flitch-plated wood chassis for pressed steel, the new Flying Fifteen, powered by a 3-litre four, had its chassis made from a single sheet of steel; this car was Alexandre Darracq's chef d'oeuvre. There was nothing outstanding in its design but "every part was in such perfect balance and harmony" it became an outstanding model, its exceptional quality helped the company capture a ten percent share of the French auto market. In late 1904 the chairman reported sales were up by 20 per cent though increased costs meant the profit had risen more slowly.
But what was more important was they had many more orders than they could fill and the only solution was to enlarge the factory by as much as 50 per cent. Twelve months the chairman was able to tell shareholders all the six speed records of the automobile world were held by Darracq cars and they had all been held more than twelve months and yet another had been added by K Lee Guinness. Alexandre Darracq established Società Italiana Automobili Darracq in Portello, a suburb of Milan in Italy in 1906 through a license arrangement with Cavaliere Ugo Stella, an aristocrat from Milan; the business did not do well and Darracq shut it down in 1910. A new partnership, Anonima Lombarda Fabbrica Automobili, acquired the business. In 1914 Nicola Romeo bought. In 1907, Darracq formed Sociedad Anonima Espanola de Automoviles Darracq in Vitoria, Spain with a capitalization of 1,000,000 pesetas. An order was accepted from a M. Charley for several thousand cabs to sell to franchised operators in major European and American cities.
Darracq ordered 4,000 chassis frames and built a new factory beside the existing one but except in New York the cabs were not as popular as the Renault and Unic competition. In 1907 one-third of New York's 1,800 cabs were Darracqs, it was useful business during the recession of 1908 but Darracq turned his attention to heavy motor vehicles. A joint venture into steam buses designed by Leon Serpollet was not a success. Only twenty were sold, Darracq and Co lost money on the project. London's Darracq-Serpollet Omnibus Company incorporated in May 1906 was hampered by delays in building a new factory by the death by cancer of 48-year old Serpollet in early 1907; the nurse of either Mr Nickols or Mr Karslake believed the steam buses would blow up and would not allow any of her charges to travel on one. The unpopular buses proved to have a brief uneconomic service life and their manufacturer was liquidated in 1912. Darracq and Co had to write off a substantial portion of their capital. In 1907 Alexandre Darracq became interested in aviation and by 1909 Darracq S.
A. were building light aero engines, used by Alberto Santos-Dumont. They were based on their racing engines. There may have been just the two built. After 1907 it became harder to sell Darracq's cars, prices had to be cut, new models did not attract the expected custom. Returning to Alexandre Darracq's 1898 idea to build low-cost, good-quality cars, much as Henry Ford was doing with the Model T, Darracq S. A. introduced a £260 14–16 hp (10–12
Clément-Talbot
For other businesses associated with Adolphe Clément – see Clement. Clément-Talbot Limited was a British motor vehicle manufacturer with its works in Ladbroke Grove, North Kensington, founded in 1902. Rootes renamed it Sunbeam-Talbot Limited in 1938; the new business's capital was arranged by the Earl of Shrewsbury and Talbot, shareholders included automobile manufacturer, Adolphe Clément, along with Baron A. Lucas and Emile Lamberjack all of France; the shareholders sold it in late 1919 to the company. It kept its separate identity making cars designed specially for it or by its employees until 1934. After S T D's financial collapse it was bought by the Rootes brothers; the first Talbots, re-badged Clément-Bayards built in France, were sold by the British Automobile Commercial Syndicate Limited, manager Daniel M Weigel, from the Earl's premises at 97-98 Long Acre, which included Maison Talbot, importers of Michelin tyres. The earl's flourishing business was the importation, distribution through a large British network and retailing of many brands of European motor cars and associated products.
It brought about the close association with businessman Adolphe Clément. The earl closed this business in 1909, when its only advertised brand was Spyker, because it seemed to be foolish to compete with his own Talbot dealers. On 11 October 1902 Clément-Talbot was formally incorporated "to carry on business as manufacturers of and dealers in horseless carriages and motor-cars, air-ships and the component parts thereof". 5 acres lifted to 28 acres of land were purchased for a new factory in Ladbroke Grove, North Kensington, alongside the Great Western Railway line and between Wormwood Scrubs and the Kensal Green Cemetery. The housing estate now on the site has Shrewsbury Street as its main access-way. Weigel was appointed managing director and C R Garrard works manager of Clément-Talbot. Kensington assembly got under way in 1904 using imported components. In December 1904 speaking at their annual trade dinner in the presence of all directors the Earl described Clément-Talbot as "partly-controlled by French interests".
At that time production was British made except for the engines imported from France. The first wholly British designs were made in 1907. However, in 1908 the opportunity was taken to equip new cars with a successful new Clément-Bayard engine of L-head design with improved performance, its more compact combustion chamber allowed higher compression ratios. Talbots could now match beat Vauxhalls and Sunbeams in competition Cars made in France are marked with an asterisk Information assembled from The Autocar Buyer's Guide and published in Appendix V, Ian Nickols and Kent Karslake, Motoring Entente, London 1956 In autumn 1919 A Darracq and Company agreed terms for their purchase of all the shares in Clément-Talbot as of 31 July 1918. Auguste Oddenino, Regent Street restaurateur and businessman was, by a major shareholder in Clément-Talbot. Adolphe Clémente-Bayard's Levallois factory did not flourish after the Armistice of 11 November 1918, he lost interest in motor manufacturing. In 1921 he would sell his works at Levallois to André Citroën.
The Earl of Shrewsbury and Talbot died in 1921. In 1920 London's Darracq added Sunbeam Motor Car Company to its enterprise and renamed itself S T D Motors. Shareholders and subsequent commentators were at loss to explain the commercial advantages given by the combination; each of the three companies continued to operate independently. S T D's products were made in Wolverhampton and Paris. Anthony Blight believes Coatalen was drawn back to full-time efforts at S T D by the possibility of racing cars under three brand names and of two nationalities, he had not long retired from his chief engineer post at Sunbeam and was now a design consultant in Paris in his native France. The process of dropping the Darracq name for the Paris products was begun in early 1919 when new cars were badged Talbot-Darracq. In 1920 Darracq was dropped altogether from Talbot-Darracq. Owen Clegg at Suresnes, would design new cars to be built in Suresnes and Kensington. Louis Coatalen who had remained a director of S T D joined S T D Motors as chief engineer and blocked Clegg's new designs.
Coatalen's principal interest was a new Sunbeam racing car and, of course, a whole new range of products for Wolverhampton and Paris. Kensington would have to build a small car for the utility market; the new utility Talbot would be designed in Paris by Coatalen's freshly assembled team. At first the Kensington factory kept its employees busy converting wartime ambulances to Talbot touring cars; when that ran out they had to revert to their prewar models, which were luxury cars and impossible to sell in the new slump of mid-1920. They were asked to build the two new 3-litre straight eight S T D Grand Prix cars and a 1½-litre variant – all to wear a Talbot radiator. 8-18 a Paris designa small fast chic "utility" car it sold only to country doctors and professional men. The lively 970 cc engine ran sweetly. Designed in Paris its lack of a differential burst tyres broke spring mountings and gave drivers humiliating battles at corners, it was fifty per cent too expensive for the "utility" class. A made-in-Barlby-Road Talbot it turned up from Acton with a different-shaped radiator as a locally assembled Suresnes Darracq.
10-23 a Roesch ameliorationa bored out 8-18 engine, 1074 cc, a differential, a longer and stronger wheelbase and chassis with the back springs properly tied on. 2 1/2 cwt heavier, 280 lb. It was a commercial success. 12-30 the first Talbot Six and another Paris designan 8-18 with two more cylinders, 1454 cc. Weight an
Darracq and Company London
A Darracq and Company Limited owned a French manufacturer of motor vehicles and aero engines in Suresnes, near Paris. The French enterprise, known at first as A. Darracq et Cie, was founded in 1896 by Alexandre Darracq after he sold his Gladiator Bicycle business. In 1902, it took effect in 1903, he sold his new business to a held English company named A Darracq and Company Limited, taking a substantial shareholding and a directorship himself. Alexandre Darracq continued to run the business from Paris but was obliged to retire to the Côte d'Azur in 1913 following years of difficulties that brought Darracq & Co into hazardous financial circumstances, he had introduced an unproven unorthodox engine in 1911 which proved a complete failure yet he neglected Suresnes' popular conventional products. France entered the first World War, he died in 1931 but long before that, in 1920, the name of A Darracq & Co 1905 was changed to S T D Motors Limited. In 1922 Darracq's name was dropped from all products, the Suresnes business was renamed Automobiles Talbot and the Suresnes products were branded just Talbot.
His Suresnes business was to continue, still under British control, under the name Talbot until 1935 when it was acquired by investors led by the Suresnes factory's managing director, Antonio Lago. S T D Motors Limited known until 1920 as A Darracq and Company Limited became insolvent and was liquidated during 1935 and 1936. Alexandre Darracq, using part of the substantial profit he had made from selling his Gladiator bicycle factory to Adolpe Clément, set up a plant in 1897 in the Paris suburb of Suresnes; the company to own the business was formed in 1897 and named A Darracq et Cie. Production began with a Millet motorcycle powered by a five-cylinder rotary engine, it was supplemented shortly after by an electric brougham. In 1898 Darracq et Cie made a Léon Bollée-designed voiturette tricar; the voiturette proved a débâcle: the steering was problematic, the five-speed belt drive "a masterpiece of bad design", the hot tube ignition crude, proving the £10,000 Darracq et Cie had paid for the design a mistake.
Darracq et Cie produced its first vehicle with an internal combustion engine in 1900. Designed by Ribeyrolles this was a 6.5 hp voiture legére powered by a single-cylinder engine of 785 cc and it featured shaft drive and three speed column gear change. While not as successful as hoped, one hundred were sold. In 1902 Darracq & Co signed a contract with Adam Opel to jointly produce, under licence, vehicles in the German Empire with the brand name "Opel Darracq". Opel soon moved on to building their own vehicles. A Darracq et Cie was sold as of 30 September 1902 to an English company, A Darracq and Company Limited; the attraction for the British venture capitalists was that French automobile technology and industry experience led the world. It was incorporated in England because French law made the necessary flotation processes more difficult than English law; the perception from across the Atlantic in USA was that French industry was "offloading" on British investors. The English financial group was headed by W B Avery of W & T Avery Limited, a Birmingham scales manufacturer, J S Smith-Winby a London lawyer and a retired army officer, Colonel A Rawlinson.
They bought A Darracq et Cie and sold it again to other investors for five times their purchase price. Darracq received less than 50 percent of the shares in the new company. There was no public offering, eight other investors took up the rest of the shares. Further capital was raised and large sums were spent on factory expansion; the Suresnes site was expanded to some four acres in extent, in England extensive premises were bought. The Darracq & Co automobile company prospered, such that, by 1903, four models were offered: a 1.1-litre single, a 1.3 l and 1.9 l twin, a 3.8 l four. The 1904 models abandoned flitch-plated wood chassis for pressed steel, the new Flying Fifteen, powered by a 3-litre four, had its chassis made from a single sheet of steel; this car was Alexandre Darracq's chef d'oeuvre. There was nothing outstanding in its design but "every part was in such perfect balance and harmony" it became an outstanding model, its exceptional quality helped the company capture a ten percent share of the French auto market.
In late 1904 the chairman reported sales were up by 20 per cent though increased costs meant the profit had risen more slowly. But what was more important was they had many more orders than they could fill and the only solution was to enlarge the factory by as much as 50 per cent. 75 per cent of 1904 output was exported. At the following Annual meeting, twelve months the chairman was able to tell shareholders all the six speed records of the automobile world were held by Darracq cars and they had all been held more than twelve months and yet another had been added by K Lee Guinness, he reported that during 1905 a large property had been bought in Lambeth for examining adjusting and stocking new cars ready for the peak sales period. An announcement followed two days of a scheme of reconstitution of the company to raise more capital for further expansion; the reconstituted company was named Company Limited. Paris resident Alexander Darracq remained managing director, Rawlinson was appointed managing director of the London branch.
The "reconstitution" was to circumvent some holders of the company's shares who were unwilling to share the prosperity and blocked proposed new issues. So the company was sold, they were obliged to buy new shares like anyone else. J S Smith-Winby continued as chairman. After this "reconstitution" over 80 per cent of the shares were held in England. Meanwhile th
1950 British Grand Prix
The 1950 British Grand Prix, formally known as The Royal Automobile Club Grand Prix d'Europe Incorporating The British Grand Prix, was a Formula One motor race held on 13 May 1950 at the Silverstone Circuit in Silverstone, England. It was the first World Championship Formula One race, as well as the fifth British Grand Prix, the third to be held at Silverstone after motor racing resumed after World War II, it was the first race of seven in the 1950 World Championship of Drivers. The 70-lap race was won by Giuseppe Farina for the Alfa Romeo team, after starting from pole position, with a race time of 2:13:23.6 and an average speed of 146.378 km/h. Luigi Fagioli finished second in another Alfa Romeo, Reg Parnell third in a third Alfa Romeo; the race followed the non-championship Pau Grand Prix and San Remo Grand Prix, the Richmond Trophy and the Paris Grand Prix. Held on 13 May at Silverstone Circuit, designated as the Grand Prix of Europe for 1950, this first World Championship round was attended by George VI, Queen Elizabeth, Princess Margaret, the Earl & Countess Mountbatten of Burma.
In all, there were 22 competing, 21 qualified for the race, 11 classified. Numbers 7 and 13 were not assigned; the Alfa Romeo factory team arrived at the circuit with four 158s for Fangio, Fagioli & domestic driver Reg Parnell. Ferrari decided not to take part but there were a handful of Maseratis, one of them a factory car for Monegasque driver Louis Chiron. Scuderia Ambrosiana prepared two cars for David Hampshire and David Murray, Enrico Platé entered two drivers of aristocratic origin, Prince Bira of Siam and Baron Toulo de Graffenried. Joe Fry entered a private Maserati and Scuderia Milano entered Felice Bonetto, but he did not arrive; these cars were raced in Italian Rosso Corsa livery. Talbot-Lago sent over two factory cars in the traditional French pale blue colour to be driven by Yves Giraud-Cabantous and Eugène Martin. Other private Talbots were entered by Louis Rosier, Philippe Etancelin and Belgian Johnny Claes, in a yellow car; the rest of the field was made up of local machinery, which included four E.
R. A.s and two Altas, in British racing green. Farina was fastest in qualifying and the other three Alfas were alongside him on the front row; the second row consisted of "B. Bira" in a Maserati and the two factory Talbots. In accordance with the standard at the time, the rest of the grid consisted of rows of four and three alternating, up to the sixth row. Felice Bonetto was the only driver who did not take part in qualifying and would not take part in the race. On 13 May, 21 drivers from 9 countries were represented at the old Silverstone airport, 4 from France, 2 from Italy, 1 each from Belgium, Monaco, Argentina and Switzerland; the UK was represented by 9 drivers. The race drew 200,000 spectators. At the start of the race, Farina took the lead with Fangio in pursuit. In the early laps they switched around between themselves several times to keep everyone amused. Fangio retired with engine troubles and so Farina led Fagioli home by 2.5 seconds with Parnell a distant third despite hitting a hare during the race.
The nearest challenger was Giraud-Cabantous two laps down. Crossley and Murray duelled at the back before retiring, de Graffenried had done so on lap 34, while Chiron was demoted to the role of viewer 10 laps earlier. Giuseppe Farina led for 63 laps. Luigi Fagioli led for 6 laps. Juan Manuel Fangio led for 1 lap. Joe Fry drove car #10 for the first 45 laps Brian Shawe-Taylor took over for 19 laps for a total 64 laps, distance 297.536 km. Peter Walker drove car #9 for 2 laps Tony Rolt drove for and additional 3 laps, totaling 5 laps, a distance of 23.245 km. ^1 — Luigi Fagioli qualified and drove all 70 laps of the race in the #3 Alfa Romeo. Gianbattista Guidotti, named substitute driver for the car, was not used at the Grand Prix. ^2 — Peter Walker qualified and drove 2 laps of the race in the #9 ERA. Tony Rolt took over the car for 3 laps of the race. ^3 — Joe Fry qualified and drove 45 laps of the race in the #10 Maserati. Brian Shawe-Taylor took over the car for 19 laps of the race. ^4 — Entry cancelled prior to event.
Notes^1 – Includes 1 point for fastest lap Drivers' Championship standingsNote: Only the top five positions are listed. Only the best 4 results counted towards the Championship
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