1.
United Kingdom
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The United Kingdom of Great Britain and Northern Ireland, commonly known as the United Kingdom or Britain, is a sovereign country in western Europe. Lying off the north-western coast of the European mainland, the United Kingdom includes the island of Great Britain, Northern Ireland is the only part of the United Kingdom that shares a land border with another sovereign state—the Republic of Ireland. The Irish Sea lies between Great Britain and Ireland, with an area of 242,500 square kilometres, the United Kingdom is the 78th-largest sovereign state in the world and the 11th-largest in Europe. It is also the 21st-most populous country, with an estimated 65.1 million inhabitants, together, this makes it the fourth-most densely populated country in the European Union. The United Kingdom is a monarchy with a parliamentary system of governance. The monarch is Queen Elizabeth II, who has reigned since 6 February 1952, other major urban areas in the United Kingdom include the regions of Birmingham, Leeds, Glasgow, Liverpool and Manchester. The United Kingdom consists of four countries—England, Scotland, Wales, the last three have devolved administrations, each with varying powers, based in their capitals, Edinburgh, Cardiff and Belfast, respectively. The relationships among the countries of the UK have changed over time, Wales was annexed by the Kingdom of England under the Laws in Wales Acts 1535 and 1542. A treaty between England and Scotland resulted in 1707 in a unified Kingdom of Great Britain, which merged in 1801 with the Kingdom of Ireland to form the United Kingdom of Great Britain and Ireland. Five-sixths of Ireland seceded from the UK in 1922, leaving the present formulation of the United Kingdom of Great Britain, there are fourteen British Overseas Territories. These are the remnants of the British Empire which, at its height in the 1920s, British influence can be observed in the language, culture and legal systems of many of its former colonies. The United Kingdom is a country and has the worlds fifth-largest economy by nominal GDP. The UK is considered to have an economy and is categorised as very high in the Human Development Index. It was the worlds first industrialised country and the worlds foremost power during the 19th, the UK remains a great power with considerable economic, cultural, military, scientific and political influence internationally. It is a nuclear weapons state and its military expenditure ranks fourth or fifth in the world. The UK has been a permanent member of the United Nations Security Council since its first session in 1946 and it has been a leading member state of the EU and its predecessor, the European Economic Community, since 1973. However, on 23 June 2016, a referendum on the UKs membership of the EU resulted in a decision to leave. The Acts of Union 1800 united the Kingdom of Great Britain, Scotland, Wales and Northern Ireland have devolved self-government
United Kingdom
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Stonehenge, in
Wiltshire, was erected around 2500 BC.
United Kingdom
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Flag
United Kingdom
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The
Bayeux Tapestry depicts the
Battle of Hastings, 1066, and the events leading to it.
United Kingdom
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The
Treaty of Union led to a single united kingdom encompassing all Great Britain.
2.
Send, Surrey
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Send is a village and civil parish in the Guildford borough of the English county of Surrey. The north of Send is at the edge of the Bagshot Formation. Send is buffered by Metropolitan Green Belt from other villages and towns except for the Grove Heath neighbourhood of Ripley. A rural band of the village adjoins the River Wey including Cartbridge and Send Marsh – this land has been drained and the river tamed by sluices, the Broadmead Cut, the vast majority of the built-up areas are not within an area of flood risk. Between the Wey and its canal in the far north of the parish are the Papercourt, Send appears in Domesday Book of 1086 as Sande. It was held by Rainald from Alvred de Merleburgh and its domesday assets were,20 hides,1 church,10 ploughs,2 mills worth £1 3s 6d,5 fisheries worth 4s 6d,84 acres of meadow, woodland worth 160 hogs. It was headed by 41 households and had additionally fifteen serfs and it rendered £15 10s 0d per year to its overlords. The parish saw a little-known skirmish, Old maps mark the place where the road crosses the stream which joins the Wey near Send as St. Thomass Waterings. Ripley was at the time of the Domesday Book a hamlet of Send, in 1878 Ripley gained its own parish. The earliest official record such as a Patent Roll, revealing its manors existence is in 1279, brickfields were developed in the south of Send by the 1870s, running until at least 1911. This was in the middle of a period when at least seven other wealthy entrepreneurs, aristocrats, Send had the base of defunct 1950s Formula One and sports car constructor Connaught Engineering, generally branded as Connaught. Relieved by the construction of a six-lane by pass, the A3 trunk road, for most of the village the nearest railway station is at West Clandon on a longer line between Guildford and London. Woking on the South West Main Line is closer to a part of the village and offers semi-fast and fast services as opposed to only stopping services. Send is on a gently rising patch of Bagshot Sand, with Cartbridge like Ripley, on sand and gravel of the lower Wey Valley, elevations range from 49m Above Ordnance Datum in the south to 22m at the far northern border on the Wey Navigation. Cartbridge is a mostly amorphous locality that covers the end of the villages main street. Based drawing of boundaries by Surrey County Council its population at the United Kingdom Census 2001 was almost half of the village as a whole. The neighbourhood is, insofar as it is used, contiguous with the clustered, built-up estates of Boughton Court Avenue and the Portsmouth Road forming Burntcommon. For census analyses of largest neighbourhoods in Surrey the county council in 2001 opted to consider Burntcommon as a non-notable locality jointly with Send Marsh, Send Marsh has Sends Grade II listed late 17th century manor house on the village green, with rear extensions of the 19th century
Send, Surrey
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The Recreation Ground
Send, Surrey
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Send Manor, Send Marsh
Send, Surrey
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Parish Church of St Mary the Virgin, Send
Send, Surrey
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Send Grove
3.
Stirling Moss
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Sir Stirling Moss, OBE is a British former Formula One racing driver. In a seven-year span between 1955 and 1961 Moss finished as championship runner-up four times and third the other three, Moss was born in London, son of Alfred Moss, a dentist of Bray, Berkshire, and Aileen. He was brought up at Long White Cloud house on the bank of the River Thames. His father was a racing driver who had placed 16th at the 1924 Indianapolis 500. Stirling was a horse rider as was his younger sister, Pat Moss. Moss raced from 1948 to 1962, winning 212 of the 529 races he entered, like many drivers of the era, he competed in several formulae, often on the same day. He preferred to race British cars, stating, Better to lose honourably in a British car than win in a foreign one, at Vanwall, he was instrumental in breaking the German/Italian stranglehold on F1 racing. He remained the English driver with the most Formula One victories until 1991 when Nigel Mansell overtook him after competing in more races. Moss was one of the Cooper Car Companys first customers, using winnings from competing in horse-riding events to pay the deposit on a Cooper 500 racing car in 1948. He then persuaded his father, who opposed his racing and wanted him to be a dentist, to let him buy it. His first major race victory came on the eve of his 21st birthday at the wheel of a borrowed Jaguar XK120 in the 1950 RAC Tourist Trophy on the Dundrod circuit in Northern Ireland. He went on to win the six more times, in 1951,1955,1958 and 1959. Also a competent rally driver, he is one of three people to have won a Coupe dOr for three consecutive penalty-free runs on the Alpine Rally. He finished second in the 1952 Monte Carlo Rally driving a Sunbeam-Talbot 90 with Desmond Scannell, in 1954, he became the first non-American to win the 12 Hours of Sebring, sharing the Cunningham teams 1. 5-liter O. S. C. A. In 1953 Mercedes-Benz racing boss Alfred Neubauer had spoken to Mosss manager, Ken Gregory, having seen him do well in a relatively uncompetitive car, and wanting to see how he would perform in a better one, Neubauer suggested Moss buy a Maserati for the 1954 season. In the Italian Grand Prix at Monza he passed both drivers who were regarded as the best in Formula One at the time—Juan Manuel Fangio in a Mercedes, Ascari retired with engine problems, and Moss led until lap 68 when his engine also failed. Fangio took the victory, and Moss pushed his Maserati to the finish line, Neubauer, already impressed when Moss had tested a Mercedes-Benz W196 at Hockenheim, promptly signed him for 1955. Mosss first Formula One victory was in the 1955 British Grand Prix at Aintree, leading a 1–2–3–4 finish for Mercedes, it was the first time he beat Fangio, his teammate and arch rival, who was also his friend and mentor
Stirling Moss
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Stirling Moss at
Copenhagen Airport (18 August 1958)
Stirling Moss
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Moss with the victory garland after winning the Dutch Grand Prix, 500cc race.
Stirling Moss
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Moss and Lloyd's race winning Osca MT4
Stirling Moss
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Moss’s winning Mercedes-Benz 300 SLR in the Mercedes-Benz Museum
4.
Formula One
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Formula One is the highest class of single-seat auto racing that is sanctioned by the Fédération Internationale de lAutomobile. The FIA Formula One World Championship has been the form of racing since the inaugural season in 1950. The formula, designated in the name, refers to a set of rules, the F1 season consists of a series of races, known as Grands Prix, held worldwide on purpose-built F1 circuits and public roads. The results of each race are evaluated using a system to determine two annual World Championships, one for drivers, one for constructors. The racing drivers are required to be holders of valid Super Licences, the races are required to be held on tracks graded 1, the highest grade a track can receive by the FIA. Most events are held in locations on purpose-built tracks, but there are several events in city centres throughout the world. Formula One cars are the fastest road racing cars in the world. Formula One cars race at speeds of up to approximately 375 km/h with engines currently limited in performance to a maximum of 15,000 RPM, the cars are capable of lateral acceleration in excess of five g in corners. The performance of the cars is very dependent on electronics – although traction control and other driving aids have been banned since 2008 – and on aerodynamics, suspension, the formula has radically evolved and changed through the history of the sport. F1 had a global television audience of 425 million people during the course of the 2014 season. Grand Prix racing began in 1906 and became the most popular internationally in the second half of the twentieth century. The Formula One Group is the holder of the commercial rights. Its high profile and popularity have created a major merchandising environment, since 2000 the sports spiraling expenditures and the distribution of prize money favoring established top teams have forced complaints from smaller teams and led several teams to bankruptcy. On 23 January 2017 it was confirmed that Liberty Media had completed its $8 billion acquisition of Delta Topco, the Formula One series originated with the European Grand Prix Motor Racing of the 1920s and 1930s. The formula is a set of rules that all cars must meet. Formula One was a new formula agreed upon after World War II during 1946, the first world championship race was held at Silverstone, United Kingdom in 1950. A championship for constructors followed in 1958, national championships existed in South Africa and the UK in the 1960s and 1970s. Non-championship Formula One events were held for years, but due to the increasing cost of competition
Formula One
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Juan Manuel Fangio 's
1951 title-winning
Alfa Romeo 159
Formula One
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Formula One
Formula One
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Stirling Moss 's
Lotus 18 at the
Nürburgring during
1961
Formula One
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Nigel Mansell 's
Williams FW10 from
1985
5.
1952 British Grand Prix
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The 1952 British Grand Prix was a Formula Two race held on 19 July 1952 at Silverstone Circuit. It was the round of the 1952 World Drivers Championship. New pit facilities had been built on the straight between Woodcote and Copse corners, the pits were located between Abbey and Woodcote. Jean Behra was unable to part in the British Grand Prix. Consequently, Maurice Trintignant took over Behras Gordini T16 for Silverstone, the Gordini team also fielded regular drivers Robert Manzon and Prince Bira. As in the race, Belgian driver Johnny Claes entered a privateer Simca-Gordini under the Ecurie Belge moniker. Ferrari stuck with the three drivers — Alberto Ascari, Nino Farina and Piero Taruffi — who had monopolised the podium positions at the French Grand Prix. There were also a number of privateer Ferrari entrants, Fischer and Hirt for Ecurie Espadon, Peter Whitehead, HWM continued their policy of partnering regulars Peter Collins and Lance Macklin with a local driver, in this case Duncan Hamilton. The three works Ferraris, led on occasion by Farina, again qualified in the top three positions on the grid, this time being joined on the four-car front row by Manzon. The second row consisted of Downing alongside Reg Parnell and Mike Hawthorn in a pair of Cooper-Bristols, the Connaughts of Poore and Thompson shared row three with Biras Gordini and Hamilton in his HWM. Ascari took the lead at the start of the race and held onto it for the whole 85 laps, taking his third consecutive victory in the World Championship. Polesitter Nino Farina was in place for the first 26 laps but he dropped down the field when he needed to pit to change spark plugs, eventually finishing in sixth. Despite making a bad start saw him drop to ninth by the end of the first lap, fellow Ferrari driver Taruffi recovered to take second place. Dennis Poore, who had been running in third after Farinas pit stop and this allowed Hawthorn to inherit third place, which he held for the remainder of the race. He finished a lap behind Taruffi and took his first World Championship podium in just his third race, Poore took fourth, ahead of Connaught teammate Eric Thompson in the fifth and final points position. Ascaris win, coupled with yet another fastest lap, allowed him to extend his lead in the Drivers Championship once again and he now enjoyed an eight-point lead over fellow Ferrari driver Taruffi. Farina, having not scored any points, was seven points adrift of Taruffi, ^1 — Roy Salvadori qualified and drove the entire race in the #14 Ferrari. Bobbie Baird, named substitute driver for the car, was not used during the Grand Prix, ^2 — Louis Rosier and Ken Wharton both withdrew from the event prior to practice
1952 British Grand Prix
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Silverstone Circuit in 1952–1973 configuration
6.
Pole position
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The game was designed by Tōru Iwatani, who had also designed the Gee Bee games and Pac-Man. It was the most popular arcade game of 1983. Pole Position was released in two configurations, an upright cabinet, and an environmental/cockpit cabinet. By 1983, it had become the highest-grossing arcade game that year in North America and it was the most successful racing game of the classic era, spawning ports, sequels, and a Saturday morning cartoon, although the cartoon had nothing in common with the game. The game established the conventions of the game genre and its success inspired numerous imitators. Pole Position is regarded as one of the most influential games of all time. In this game, the controls a Formula One race car. After qualifying, the player races against seven other CPU-controlled cars in a championship race, the player must also avoid going off the road so that he or she will not crash into the billboards. Pole Position was the first racing game to feature a track based on a real racing circuit. It was also the first game to feature a qualifying lap, once the player has qualified, they must complete the race in the time allowed, avoiding collisions with CPU-controlled opponents and billboards along the sides of the track. The games publisher Atari publicized the game for its unbelievable driving realism in providing a Formula 1 experience behind a racing wheel, for manufacture and distribution in the United States, Namco approached Bally Midway with a choice of two games in 1982. Bally Midway chose Mappy while Atari was left to publish Pole Position, the game ran on the Namco Pole Position hardware, which was the first to use 16-bit microprocessors, with two Zilog Z8002 processors. It was also capable of displaying up to 3840 colors, the game was an early example of product placement within a video game, with billboards around the track advertising actual companies. Other billboards appeared in both versions, the game was also featured in a TV commercial shown only on MTV. It was part of a series of TV spots that Atari created in the 1980s exclusively for MTV and they also praised the sound effects and solid, realistic graphics, stating it has very rich color images and dimensional depth to the graphics. They also praised the graphics and breathtaking scenery as well as the two-heat format for the race itself. Computer and Video Games also reviewed the version in 1983. They compared it favorably with Turbo, stating that, while Turbo featured better landscapes, it cant match the speed, thrills and skill behind this new race game
Pole position
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Arcade flyer
7.
1959 United States Grand Prix
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The 1959 United States Grand Prix was a Formula One motor race held on December 12,1959, at Sebring International Raceway. It was the ninth and final round of the 1959 Formula One season and it was the second United States Grand Prix. It was the first and only occasion the race was held at the home of the 12 Hours of Sebring endurance sports car race, the race was held over 42 laps of the 8. 36-kilometre circuit for a total race distance of 351 kilometres. The race was won by New Zealander Bruce McLaren driving a Cooper T51 for the works Cooper team, McLaren won by six tenths of a second over French driver Maurice Trintignant driving a Rob Walker Racing Team-entered Cooper T51. British driver Tony Brooks finished third in his Ferrari Dino 246, Championship points leader Australian Jack Brabham ran out of fuel on the last lap and had to push his Cooper T51 across the line to finish fourth. Brooks third-place finish clinched the title for Brabham and it was the first of three world championships for Brabham, and the first for an Australian, for Cooper and for a rear-engined car. This was the last race until the 1994 Monaco Grand Prix that no former world champions were in the field, for the first time since the inaugural World Championship in 1950, three drivers were in contention for the title going into the final race. A win would seal it for Brabham, or just finishing in front of Stirling Moss, Moss needed to finish first or second and ahead of Brabham, while for Brooks winning would not necessarily be enough. Originally scheduled as the opening round, the now season-concluding Sebring race saw the Championship down to Cooper versus Ferrari. Australian Jack Brabham led for Cooper with 31 points to 25.5 for Stirling Moss, also in a Cooper, wards car had an underpowered engine, separate gear-change levers for the two-speed gearbox and two-speed rear end, and an outboard handbrake. Ward explained how his participation in the race came about by saying, Ullman called me up and he offered me some money, and I was in the habit of accepting money, so I told him Id bring the midget. The night before practice began, Cooper Team Manager John Cooper, Ward, who had won the Indy 500 that year and would win it again in 1962, told the Cooper team members he was in Sebring to drive a dirt track car. And have you guys got a surprise waiting for you, why, on every turn Ill blow you right off the road. The Cooper team soon realized they could not explain things to Ward and he insisted, I know what a Midget can do and I know it can take a corner faster than any of those sports cars you have in Europe. You might be faster on the straights, but when it comes to turns you just wont have a chance, sebrings a lot of turns, isnt it. The rear-engined cars sped through the turn, while Ward seemed to almost come to a stop, afterward, Ward shook his head and said, Ive got to hand it to you. Those European buggies sure take corners fast, qualifying ended with Moss, Brabham and Brooks on the front row, but, overnight, American Harry Schell was given third position, next to Moss and Brabham. Protests ensued from nearly every team, most vociferously Ferrari, whose man
1959 United States Grand Prix
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1959 United States Grand Prix
8.
Bugatti
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Automobiles Ettore Bugatti was a French car manufacturer of high-performance automobiles, founded in 1909 in the then German city of Molsheim, Alsace by Italian-born Ettore Bugatti. Bugatti cars were known for their beauty and for their many race victories. Famous Bugattis include the Type 35 Grand Prix cars, the Type 41 Royale, the Type 57 Atlantic and the Type 55 sports car. The death of Ettore Bugatti in 1947 proved to be the end for the marque, no more than about 8,000 cars were made. The company struggled financially, and released one last model in the 1950s, in the 1990s, an Italian entrepreneur revived it as a builder of limited production exclusive sports cars. Today, the name is owned by German automobile manufacturing group Volkswagen, the company was known both for the level of detail of its engineering in its automobiles, and for the artistic manner in which the designs were executed, given the artistic nature of Ettores family. During the war Ettore Bugatti was sent away, initially to Milan and later to Paris and he exhibited three light cars, all of them closely based on their pre-war equivalents, and each fitted with the same overhead camshaft 4-cylinder 1, 368cc engine with four valves per cylinder. Smallest of the three was a Type 13 with a body and using a chassis with a 2,000 mm wheelbase. The others were a Type 22 and a Type 23 with wheelbases of 2,250 and 2,400 mm respectively, the company also enjoyed great success in early Grand Prix motor racing, in 1929 a privately entered Bugatti won the first ever Monaco Grand Prix. Racing success culminated with driver Jean-Pierre Wimille winning the 24 hours of Le Mans twice, Bugatti cars were extremely successful in racing. The little Bugatti Type 10 swept the top four positions at its first race, the 1924 Bugatti Type 35 is probably the most successful racing car of all time, with over 2,000 wins. The Type 35 was developed by Bugatti with master engineer and racing driver Jean Chassagne who also drove it in the car’s first ever Grand Prix in 1924 Lyon, Bugattis swept to victory in the Targa Florio for five years straight from 1925 through 1929. Louis Chiron held the most podiums in Bugatti cars, and the modern marque revival Bugatti Automobiles S. A. S. named the 1999 Bugatti 18/3 Chiron concept car in his honour. But it was the racing success at Le Mans that is most remembered—Jean-Pierre Wimille and Pierre Veyron won the 1939 race with just one car. In the 1930s, Ettore Bugatti got involved in the creation of a racer airplane and this would be the Bugatti 100P, which never flew. It was designed by Belgian engineer Louis de Monge who had already applied Bugatti Brescia engines in his Type 7.5 lifting body, Ettore Bugatti also designed a successful motorised railcar, the Autorail Bugatti. The death of Ettore Bugattis son, Jean Bugatti, on 11 August 1939 marked a point in the companys fortunes. Jean died while testing a Type 57 tank-bodied race car near the Molsheim factory, World War II left the Molsheim factory in ruins and the company lost control of the property
Bugatti
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1913 Bugatti 22, 3 seat Vinet
Bugatti
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The Bugatti logo
Bugatti
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1938
Type 57SC Atlantic from the
Ralph Lauren collection
Bugatti
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1933
Type 59 Grand Prix racer from the
Ralph Lauren collection
9.
Lea-Francis
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Lea-Francis is a motor manufacturing company that began by building bicycles. Richard Henry Lea and Graham Inglesby Francis started the business in Coventry in 1895 and they branched out into car manufacture in 1903 and motorcycles in 1911. Lea-Francis built cars under licence for the Singer company, in 1919 they started to build their own cars from bought-in components. From 1922 Lea-Francis had a tie up with Vulcan of Southport sharing manufacturing, Vulcan supplied bodies to Lea-Francis and in return got gearboxes and steering gear. Two six-cylinder Vulcan designed cars were marketed as Lea-Francis 14/40 and 16/60 as well as Vulcans, the association finished in 1928 when Vulcan stopped making cars. A sporting image began to appear from about 1925, leading to such as the Hyper. The race was watched by a record 250,000 spectators, the 12 hp and the 14 hp were introduced in 1937 and continued until the start of the war in 1939 when production ceased and the factory concentrated on manufacturing for the war effort. Post-war car production commenced in 1946 with updated vehicles based on the pre-war designs, the 14hp Saloon and Sports were luxurious and sporty vehicles, and were popular, if expensive. Production once again came to a halt in 1954, after not having been present at Earls Court since 1952, a number of 14hp Sports chassis were sold to Connaught Engineering where they became the L2 and L3 sports-racing cars. Connaught developed a Formula 2 racing engine for their A type single seater which was based on the Lea-Francis design, the company had a chequered history with some notable motorcycles and cars but financial difficulties regularly arising. The Hillfields site was abandoned in 1937 when it was sold by the receiver and it survived there until 1962 when the company was finally wound up. A total of almost 10,000 Lea-Francis vehicles were made until production ceased due to the 1960 Lea-Francis Lynxs failing to capture the publics attention. Only three Lynxes were made, all prototypes and this was a tube framed 2+2 roadster with a Ford Zephyr 2.6 litre inline-six engine. The example displayed at the October 1960 British Motor show was famously painted in mauve with gold trim, the motor manufacturing parts of the company passed into the hands of the receiver in 1962, leaving Lea-Francis to continue with their engineering business. The assets of the company were purchased by Quinton Hazell Ltd. a component manufacturer, Price has continued to provide service and spares for the surviving cars, and has also built a number of retro Lea-Francis motor cars reviving the model name Ace of Spades. These two-seat coupes have Jaguar engines, only a prototype was built before the project had to be abandoned. The Lea-Francis Owners Club has a growing membership of around 340 members who own around 420 vehicles. Notes Sources The Lea Francis Story by Barrie Price, Veloce Publishing,1998 ISBN 1-901295-01-X Lea Francis Owners Club website
Lea-Francis
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Lea-Francis radiator badge
Lea-Francis
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1928 Hyper
Lea-Francis
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The Lea-Francis Lynx
Lea-Francis
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The Lea-Francis 30/230 prototype
10.
1962 Indianapolis 500
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The 46th International 500-Mile Sweepstakes was held at the Indianapolis Motor Speedway in Speedway, Indiana on Wednesday, May 30,1962. A historic pole day as Parnelli Jones breaks the 150 mph barrier in qualifying, rodger Ward and Len Sutton finish 1st-2nd for Leader Cards Racing. The 1962 Indy 500 marked the final 500 wherein the entire 33-car field consisted of U. S. -born participants, time trials was scheduled for four days. Saturday May 12 – Pole Day time trials Len Sutton was the first driver to make an assault on the track record and his fourth lap of 149.900 mph was a new one-lap track record. Parnelli Jones becomes the first driver to break the 150 mph barrier and his first lap was run at 150.729 mph, a new all-time one-lap track record. All four of his laps were over 150 mph, and his four-lap average came in at 150.370 mph, Jones was rewarded by having 150 silver dollars poured into his helmet by Phil Hedback of Bryant Heating & Cooling. Sunday May 13 – Second day time trials Saturday May 19 – Third day time trials Sunday May 20 – Fourth day time trials Parnelli Jones took the lead at the start, the first incident on the track occurred on lap 17. A four-car crash in turn four involved Jack Turner, Bob Christie, Allen Crowe, a lengthy yellow light period was needed to clean up the incident. Rodger Ward led the final 31 laps en route to victory and it was his second 500 win, after winning also in 1959. His Leader Cards teammate Len Sutton finished second, accomplishing the first team sweep of 1st-2nd since the Blue Crown team did it in 1947 and 1948, after dominating much of the early race, Parnelli Jones, who started on the pole and led 120 laps, finished 7th. First alternate, Dempsey Wilson The race was carried live on the IMS Radio Network, sid Collins served as chief announcer. Fred Agabashian served as driver expert, newcomer Howdy Bell joined the crew, serving as a turn reporter. It was his first of over 40 years with the network, a few minutes of highlights were shown on ABCs Wide World Of Sports. Indianapolis 500 History, Race & All-Time Stats - Official Site 1962 Indianapolis 500 at RacingReference. info 1962 Indianapolis 500 Radio Broadcast, Indianapolis Motor Speedway Radio Network
1962 Indianapolis 500
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46th Indianapolis 500
11.
Indianapolis 500
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The Indianapolis 500 is an automobile race held annually at Indianapolis Motor Speedway in Speedway, Indiana, an enclave suburb of Indianapolis, Indiana. The event is held over Memorial Day weekend, which is typically the last weekend in May and it is contested as part of the Verizon IndyCar Series, the top level of American Championship Car racing, an open-wheel formula colloquially known as Indy Car Racing. The name of the race is often shortened to Indy 500, the event, billed as The Greatest Spectacle in Racing, is considered part of the Triple Crown of Motorsport, which comprises three of the most prestigious motorsports events in the world. The official attendance is not disclosed by Speedway management, but the permanent seating capacity is upwards of 250,000, the inaugural running was won by Ray Harroun in 1911. The race celebrated its 100th anniversary in 2011, and the 100th running was held in 2016, alexander Rossi is the defending champion. The most successful drivers are A. J. Foyt, Al Unser, the active driver with the most victories is Hélio Castroneves, with three. Rick Mears holds the record for most career pole positions with six, the most successful car owner is Roger Penske, owner of Team Penske, which has 16 total wins and 17 poles. For a list of races and winners, see List of Indianapolis 500 winners, the Indianapolis 500 is held annually at the Indianapolis Motor Speedway, a 2.5 mile oval circuit. Drivers race 200 laps, counterclockwise around the circuit, for a distance of 500 miles, since its inception in 1911, the race has always been scheduled on or around Memorial Day. Since 1974, the race has been scheduled for the Sunday of Memorial Day weekend, practice and time trials are held in the two weeks leading up to the race. Traditionally, the field consists of 33 starters, aligned in a grid of eleven rows of three cars apiece. The event is contested by Indy cars, a formula of professional-level, single-seat, open cockpit, open-wheel, as of 2015, all entrants utilize 2.2 L V6, twin-turbocharged engines, tuned to produce a range of 550–700 horsepower. Chevrolet and Honda are the current engine manufacturers involved in the sport, firestone, which has a deep history in the sport, dating back to the first 500, is the exclusive tire provider. The race is the most prestigious event of the IndyCar calendar and it has been avouched to be the largest single-day sporting event in the entire world. Likewise, the Indianapolis Motor Speedway itself is regarded as the worlds largest sporting facility in terms of capacity, the total purse exceeded $13 million in 2011, with over $2.5 million awarded to the winner, making it one of the richest cash prize funds in sports. Due to safety issues, the race is not held in wet conditions, in the event of a rain delay, the race will be postponed until rain showers cease, and the track is sufficiently dried. If rain falls during the race, officials can end the race, the Indianapolis Motor Speedway complex was built in 1909 as a gravel-and-tar track and hosted a smattering of small events, including ones for motorcycles. The first long distance event, in conditions, was the 100-lap Prest-O-Lite Trophy in 1909
Indianapolis 500
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Joe Dawson winning the
1912 Indianapolis 500
Indianapolis 500
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The
Mercedes-Benz W154 entered by Don Lee at the
1947 Indianapolis 500 with
Duke Nalon as driver
Indianapolis 500
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Emerson Fittipaldi driving the
Penske PC-23 at the
1994 event
Indianapolis 500
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The
Indianapolis Motor Speedway
12.
Rob Walker Racing Team
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Rob Walker Racing Team was a privateer team in Formula One during the 1950s and 1960s. Born in 1918, the 35-year-old Rob Walker founded his team in 1953, debuting in the Lavant Cup Formula 2 race, entering a Connaught for driver Tony Rolt, the next race, at Snetterton, Eric Thompson was the first winner with a Rob Walker car. Between Rolt and Thompson, the Rob Walker Racing Team had a debut season. Their international debut was at the Rouen Grand Prix, a mixed F1/F2 race, with Stirling Mosss Cooper-Alta, the 1953 British Grand Prix was Walkers first World Championship outing, but Rolts Connaught did not last the full distance. Walker, who entered his cars in Scottish national colours, continued to race in British club events in the following years, from 1954 to 1956, Walker made a few scattered appearances, only winning a Formula 2 race at Brands Hatch in 1956 with Tony Brooks. Walker returned full-time in 1957 with an F2 Cooper-Climax, Tony Brooks, who shared driving duties during the season with Jack Brabham and Noel Cunningham-Reid, won the Lavant Cup, but the team failed to finish most of its races. In 1958, Rob Walker abandoned club racing and concentrated only on the international events. Pre-WWII veteran Maurice Trintignant was signed full-time, with Moss and Brooks racing when they were free from their Vanwall commitments, the season started well enough for the team, with Moss and Trintignant winning at Argentina and Monaco, the first wins for a Cooper chassis. Those would be the only World Championship victories, but Trintignant also triumphed at Pau and Auvergne, while Moss took the victory at the BARC200, Caen Grand Prix and Kentish 100. Moss returned in the German Grand Prix, where he retired, trintignants best score was second place at the US Grand Prix. Walker decided to concentrate solely on Moss and switched to a Lotus in 1960, starting from Monaco, which Moss won, after the end of the season, in December, Walker took Moss to two South African races, which he won. In 1961, F1 adopted the new 1.5 L engine regulations, and Walker flirted with the idea of building his own chassis, but retained the Lotus 18 for the season. Moss won the races at Goodwood in the 2.5 L Intercontinental Formula and Vienna, as well as the Monaco. Moss later won that seasons Oulton Park International Gold Cup race in the car, to date. The years misfortunes continued in Mexico and South Africa, where Walker saw drivers Ricardo Rodriguez, Rob Walker changed strategy for 1963, employing Jo Bonnier and returning to the Cooper chassis, but once more results were sparse and mechanical failures frequent. Still, the team beefed up its operations for 1964, first with a new Cooper and then with a Brabham-BRM, from the Italian GP, Walker had decided to run two cars, a BT11 chassis with BRM power, and a BT7 chassis with Climax power. In 1965, Jo Siffert partnered Bonnier, and although the more experienced Swede was fastest, with constant mechanical failure plaguing him, Bonniers best result was a third place at the non-championship Race of Champions. With the new 3.0 L regulations starting in 1966, Bonnier left Walker to restart Ecurie Bonnier, the car was uncompetitive in 1967, and in 1968 Walker, now partnered with entrepreneur Jack Durlacher, purchased a Cosworth-powered Lotus 49
Rob Walker Racing Team
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Rob Walker Racing A Type Connaught, the first RWR car, being tuned in the pits.
Rob Walker Racing Team
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The
Lotus 18 with which
Stirling Moss took victory in the
1961 Monaco Grand Prix.
Rob Walker Racing Team
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The 1974 Rob Walker-liveried Surtees TS9 B; the final Rob Walker Formula One car.
13.
National Motor Museum, Beaulieu
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The National Motor Museum, Beaulieu is a museum in the village of Beaulieu, set in the heart of the New Forest, in the English county of Hampshire. The reputation and popularity of the Beaulieu collection continued to grow, by 1964, annual attendance exceeded half a million and a decision was taken to create a purpose-built museum building in the grounds of the Beaulieu estate. A design committee chaired by the architect Sir Hugh Casson was created to drive the project, by 1972, the collection exceeded 300 exhibits. The opening of the museum coincided with the UK launch of the Jaguar XJ12 which made it a week for celebrating the UK motor industry. The museum is run by the National Motor Museum Trust Ltd, an unusual feature of the new museum building in 1972 was a monorail passing through its interior. This was inspired by the railway running through the US Pavilion at the Montreal Worlds Fair. An exhibition of James Bond vehicles appeared in 2012, the On Screen Cars exhibit has a display of TV and film cars including Del Boy’s Reliant Regal as featured in the BBC sitcom Only Fools and Horses and Mr. Bean’s lime green Mini. The exhibit World of Top Gear has cars created by Top Gear presenters Jeremy Clarkson, Richard Hammond, the museum also hosts a collection of the well-known Rolls-Royce radiator mascot – the Spirit of Ecstasy – also known as the Flying Lady. The figurine was consequently named The Whisper, additional attractions include a monorail, veteran bus ride, playground, restaurant and a substantial part of the Palace House and grounds, including the partially ruined Beaulieu Abbey. Among the monastery buildings to have been preserved are the domus, and the refectory, the National Motor Museum is one of several attractions on Lord Montagus Beaulieu estate which are marketed jointly as Beaulieu
National Motor Museum, Beaulieu
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Lord Montagu with one of his classic MGs, 27 March 2007
National Motor Museum, Beaulieu
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National Motor Museum, Beaulieu, main hall.
National Motor Museum, Beaulieu
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One of the exhibits: 1910 Bugatti Type 15.
14.
1952 Formula One season
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The 1952 Formula One season was the sixth season of FIA Formula One motor racing. The 3rd FIA World Championship of Drivers, which commenced on 18 May and ended on 7 September after eight races, was won by Alberto Ascari, driving for Scuderia Ferrari. In addition to the Formula One races and the World Championship Formula Two races, numerous other Formula Two races, which did not count towards the Championship, were also held during the year. Ascari won the six Grands Prix he entered, missing the Swiss race because he was at Indianapolis qualifying for the Indianapolis 500 – the first European to do so in the World Championship era. Maserati and Gordini offered little challenge, but Mike Hawthorns drives in his Cooper would earn him a works Ferrari drive in 1953. Reigning champion Fangio, badly injured in an early crash at Monza, took no part in the championship. The 1952 World Championship of Drivers was contested over an eight race series, all 1952 World Championship Grand Prix events were restricted to Formula Two cars and the Indianapolis 500-Mile Race was contested by AAA National Championship cars. There was originally supposed to be a Spanish Grand Prix at the Pedralbes Circuit in Barcelona on October 26, the following teams and drivers competed in the 1952 FIA World Championship of Drivers. The list does not include those that only the Indianapolis 500 event. * Car entered only in the Indianapolis 500 race Points were awarded to top five finishers in each race on an 8,6,4,3,2 basis, One point was awarded for fastest lap. Points for shared drives were divided equally between the drivers, regardless of who had driven more laps, Only the best four of eight scores counted towards the World Championship. Italics indicate fastest lap Bold indicates pole position † Position shared between more drivers of the same car Only the best four results counted towards the Championship, numbers without parentheses are Championship points, numbers in parentheses are total points scored. Other Formula One/Formula Two races, which did not count towards the World Championship of Drivers, were held in 1952
1952 Formula One season
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Italian Alberto Ascari won the 1952 Formula One Drivers' Championship
15.
1952 Swiss Grand Prix
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The 1952 Swiss Grand Prix was a Formula Two race held on 18 May 1952 at Bremgarten Circuit. It was the first round of the 1952 World Drivers Championship, pre-WWII Grand Prix great Rudolf Caracciola crashed heavily during a support sports car race. He survived with a leg, but this crash effectively ended his racing career. He was driving a Mercedes 300SL, his brakes locked up going into a corner, italian driver Piero Taruffi scored his only win in a World Championship race, driving for Ferrari. With the withdrawal of Alfa Romeo from the World Championship, Ferrari were left as the competitive team under the existing regulations. It was therefore decided to run the Championship to Formula Two regulations, the works Ferrari team brought three drivers to the Swiss Grand Prix, namely Farina, Taruffi and Simon. Also running Ferraris were Rudi Fischer and Peter Hirt of Ecurie Espadon, gordini also had a three-car team for this race, consisting of Robert Manzon, B. Bira and the debutant Jean Behra, the HWM team, returning to the World Championship for the first time since the previous race at Bremgarten, fielded the all-British quartet of Abecassis, Collins, Macklin and Moss. Maserati had planned to enter defending World Drivers Champion Juan Manuel Fangio and fellow Argentinian José Froilán González, completing the field were the sole AFM entry of Hans Stuck and a number of privately run cars representing various constructors. Former Alfa Romeo driver Nino Farina took pole position, alongside Taruffi, Simon and Fischer started from the second row, in front of Collins, Behra and Toulo de Graffenried, who was driving an Enrico Platé-entered Maserati. Polesitter Farina led the race until his car broke down and his Ferrari teammate assumed the lead, which he held for the remainder of the race. Moss was impressively running in place in the early stages, behind Farina and Taruffi. The main battle was between Behra and Simon, for second place, when Behra had to stop, due to his exhaust pipe having fallen off, Farina, who had taken over Simons car, assumed second place. However, further problems meant that he again had to retire, on lap 51. The Swiss driver took his first Championship podium, being the driver not to be lapped by Taruffi. Behra completed the podium, taking third on debut, while Ken Wharton and Alan Brown took the first points finishes for Frazer Nash and Cooper, ^1 — André Simon qualified and drove 21 laps of the race in the #32 Ferrari. Nino Farina, whose own vehicle had already retired, took over the car for a further 30 laps before again being forced to retire, ^2 — Juan Manuel Fangio and José Froilán González, whose cars were unavailable, withdrew from the event prior to practice. ^3 — Peter Hirt qualified and drove the race in the #44 Ferrari
1952 Swiss Grand Prix
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Circuit Bremgarten track layout
16.
1952 Indianapolis 500
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The 36th International 500-Mile Sweepstakes was held at the Indianapolis Motor Speedway on Friday, May 30,1952. The event was part of the 1952 AAA National Championship Trail, Troy Ruttman won the race for car owner J. C. Ruttman, aged 22 years and 80 days, set the record for the youngest 500 winner in history and it was also the last dirt track car to win at Indy. Bill Vukovich led 150 laps, but with 9 laps to go and he nursed his car to a stop against the outside wall, preventing other cars from getting involved in the incident. In the third year that the 500 was included in the World Championship, the effort gained considerable attention, but Ascari spun out and finished 31st. It was the only World Championship race in 1952 that Ascari entered, fifth place finisher Art Cross was voted the Rookie of the Year. Though at least one rookie starter was in the every year dating back to 1911. Fastest Lead Lap, Bill Vukovich –1,06.60 As of 2015, Troy Ruttman remains the youngest driver to win the Indianapolis 500, Ruttman also became the youngest driver to win a race counting for the Formula One championship. His record was broken by Fernando Alonso at the 2003 Hungarian Grand Prix, Alberto Ascari marked the first instance of a driver competing seriously for the World Drivers Championship to race in the 500. Although he finished 31st at Indy, he went on to win all of the remaining races,1952 was the only occasion when the fastest and slowest qualifiers for the race started next to each other. The race was carried live on the radio on the Indianapolis Motor Speedway Radio Network, during the offseason, the Speedway management created the network to handle broadcasting duties in-house. The arrangement was under the flagship of 1070 WIBC-AM of Indianapolis, sid Collins served as booth announcer. Jim Shelton was among the reporters, reporting from turn 4. Like previous years, the broadcast featured coverage of the start, the finish. World Drivers Championship standings Note, Only the top five positions are included, Only the best 4 results counted towards the Championship. Indianapolis 500 History, Race & All-Time Stats – Official Site Van Camps Pork & Beans Presents, Great Moments From the Indy 500 – Fleetwood Sounds,1975
1952 Indianapolis 500
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36th Indianapolis 500
17.
1952 Belgian Grand Prix
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The 1952 Belgian Grand Prix was a Formula Two race held on 22 June 1952 at Circuit de Spa-Francorchamps. It was the round of the 1952 World Drivers Championship. Maseratis new A6GCM was still not ready, and, to compound this and this meant that Ferrari were once again favoured for success in the race, with their driver lineup consisting of Alberto Ascari, Nino Farina and Piero Taruffi. There were also two privateer Ferrari entries, local driver Charles de Tornaco of Ecurie Francorchamps, and Louis Rosier, the Gordini team expanded their lineup to include Belgian driver Johnny Claes, alongside Behra, Manzon and Bira. American Robert OBrien also drove a Simca-Gordini for this race, HWM also recruited a pair of Belgian drivers — Paul Frère and Roger Laurent — who raced alongside regular drivers Peter Collins and Lance Macklin. Stirling Moss switched from HWM to ERA for this race, a handful of other privateer entrants also took part, including future World Champion Mike Hawthorn, who made his debut in a Cooper-Bristol. Ascari headed an all-Ferrari front row, with teammates Farina and Taruffi in second and third, respectively. The Gordinis of Manzon and Behra made up row two, while the third row consisted of Hawthorn, Ken Wharton, and Frère, who was the highest qualifier of the five Belgian drivers on the grid. Taruffi started badly in the rain, dropping to ninth by the end of the first lap, Moss also started well, before his car broke down half way through the first lap. Behras lead was short-lived, as both Ascari and Farina overtook him on the lap, subsequently holding first and second for the remainder of the race. Behra dropped to fourth when the recovering Taruffi passed him on lap 13, on the following lap Taruffi spun at Malmédy and Behra hit him, causing both to retire. Manzon overtook Hawthorn to assume what was now third place, despite suffering from fuel leakage problems, Hawthorn was able to maintain fourth place until the end of the race. His fellow debutant Paul Frère also finished in the points, in fifth, ascaris win, and Taruffis retirement, meant that the two now shared the lead of the Championship, on nine points each. Indianapolis 500 winner Troy Ruttman was in third, while Farinas second-place finish raised him to fourth in the standings, Drivers Championship standings Note, Only the top five positions are included. Only the best 4 results counted towards the Championship
1952 Belgian Grand Prix
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1952 Belgian Grand Prix
18.
1952 French Grand Prix
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The 1952 French Grand Prix was a Formula Two race held on 6 July 1952 at Rouen-Les-Essarts. It was the round of the 1952 World Drivers Championship. Having won the previous weekends Grand Prix de la Marne, Jean Behra, also driving for Gordini were regulars Robert Manzon and Prince Bira, alongside Maurice Trintignant, who replaced Johnny Claes from the lineup for the previous round. Claes entered the race in a Simca-Gordini under his own Ecurie Belge label, Ferrari retained their lineup of Ascari, Farina and Taruffi, who had locked out the front row of the grid in Belgium. HWM again ran regular drivers Lance Macklin and Peter Collins, this time alongside Frenchman Yves Giraud-Cabantous, while the factory Maserati team remained absent, their new car, the A6GCM, made its World Championship debut, driven by Philippe Étancelin of Escuderia Bandeirantes. Enrico Platé entered a pair of older Maseratis, the 4CLT/48 model, for Toulo de Graffenried, completing the grid were Peter Whitehead, in a privately run Alta, and Mike Hawthorn, who again took part in a Cooper-Bristol. Ascari took his second pole position, with his Ferrari teammates Farina. The Gordini team locked out the row, with Behra and Manzon qualifying in fourth and fifth. Their teammates Trintignant and Bira started from the row, alongside Peter Collins in the fastest of the HWMs. The new Maserati A6GCM proved a disappointment, with Philippe Étancelin only managing to qualify on the row of the grid. The Ferraris once again dominated the race, with Alberto Ascari leading Farina from start to finish, Manzon finished fourth, a lap behind Taruffi, while his teammate Maurice Trintignant took the final points-scoring position of fifth. HWM driver Peter Collins took sixth, two laps behind Trintignant, ahead of Jean Behra, for whom seventh represented something of a recovery and his race had been compromised when he crashed and consequently needed to pit. Ascaris win, and fastest lap, ensured that he took a five-point lead in the Drivers Championship, farinas second consecutive second-place finish took him to third in the standings, one point adrift of Taruffi. Indianapolis 500 winner Troy Ruttman was a further four points behind in fourth, ^1 — Piero Taruffi qualified and drove the entire race in the #12 Ferrari. Luigi Villoresi, who was entered in the same car, was unable to participate due to injury. ^2 — Toulo de Graffenried qualified and drove 26 laps of the race in the #16 Maserati, Harry Schell, whose own vehicle had already retired, took over the car for a further 8 laps before again being forced to retire. ^3 — Philippe Étancelin qualified and drove the race in the #28 Maserati. Eitel Cantoni was also entered in the car, but took no part in the Grand Prix after being fired, ^4 — Chico Landi withdrew from the event prior to practice
1952 French Grand Prix
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1952 French Grand Prix
19.
1952 German Grand Prix
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The 1952 German Grand Prix was a Formula Two race held on 3 August 1952 at the Nürburgring Nordschleife. It was the round of the 1952 World Drivers Championship. The 18-lap race was won by Ferrari driver Alberto Ascari after he started from pole position and his teammates Giuseppe Farina and Rudi Fischer finished in second and third places. The Maserati factory team finally appeared with their new car, the A6GCM, also racing A6GCMs were the Escuderia Bandeirantes drivers Bianco and Cantoni. Jean Behra returned to action for the Gordini team, having recovered from his shoulder injury and he replaced Prince Bira, and was partnered by teammates Robert Manzon and Maurice Trintignant. HWM entered three cars, with regular Peter Collins joined by the Belgian pairing of Paul Frère and Johnny Claes, bill Aston drove an Aston Butterworth, and the field was completed by a plethora of privateer German cars. Ferrari were once again fastest in qualifying, with Ascari and Farina being joined on the front row of the grid by the Gordinis of Trintignant and Manzon. The remaining works Ferrari driver, Taruffi, started from the row, alongside the Ecurie Espadon-entered Ferrari of Fischer. Bonettos works Maserati made the third row, along with the Gordini of Jean Behra, and a pair of local entrants, Hans Klenks Veritas, the race turned out to be rather a processional event, with Ascari leading Farina all the way in the first 16 laps. Piero Taruffi had been running in third behind his teammates, fischers podium and Taruffis fourth place-finish ensured that it was a Ferrari 1-2-3-4. Manzon, who had been running in fourth for much of the first half of the race and this meant that his teammate Behra was left to take the final points in fifth position in his Gordini, ahead of Roger Laurents Ferrari. Felice Bonetto, of the factory Maserati team, was disqualified for receiving a push start after his first lap spin. Ascari, who had taken his fourth victory, along with a fourth consecutive fastest lap, had now scored the maximum of 36 points for the season. As a result, he clinched the championship, making him the first driver to win the championship with two races left to go. The date was 3 August, the earliest anyone would claim the Championship until Jim Clark seized the crown on 1 August in 1965, Only the lap times from the 7 best placed drivers are known. Drivers Championship standings Note, Only the top five positions are included, Only the best 4 results counted towards the Championship
1952 German Grand Prix
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1952 German Grand Prix
20.
1952 Dutch Grand Prix
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The 1952 Dutch Grand Prix was a Formula Two race held on 17 August 1952 at the Circuit Zandvoort. It was the round of the 1952 World Drivers Championship. The 90-lap race was won by Ferrari driver Alberto Ascari after he started from pole position and his teammates Giuseppe Farina and Luigi Villoresi finished in second and third places. Charles de Tornaco also drove a Ferrari at Zandvoort, on behalf of the Ecurie Francorchamps team, Gordini entered the same three drivers from the previous event, the French trio of Behra, Manzon and Trintignant, while Belgian driver Paul Frère drove an Ecurie Belge-entered Simca-Gordini. The HWM team partnered Britons Lance Macklin and Duncan Hamilton with the local driver Dries van der Lof, the only other Dutch driver on the grid was Jan Flinterman, who took part in a Maserati for Escuderia Bandeirantes alongside Chico Landi and Gino Bianco. The works Maserati team were once again absent from the grid, the field was completed by the Connaught of Ken Downing, Mike Hawthorns Cooper-Bristol, Ken Whartons Frazer-Nash and Stirling Moss in an ERA. The Ferraris once again dominated qualifying, with Ascari taking his fourth position of the season. Mike Hawthorn shone in practice, gaining a start for his little Cooper-Bristol. Trintignants Gordini completed row two, while his teammates Behra and Manzon were joined on the row by Wharton in the sole Frazer-Nash. Hawthorn fought valiantly with the Ferraris for five laps before they resumed their usual formation, Ascari led Farina and Villoresi home in another Ferrari procession, with Hawthorn gaining fourth place, two laps behind the Ferrari trio. This was Ascaris fifth consecutive victory, and his victory in total. The Gordinis of Manzon and Trintignant finished a lap behind Hawthorn, taking fifth and sixth place. Stirling Moss got up as high as seventh in the ERA before having to retire, farinas podium finish took him to second place in the Drivers Championship standings, overtaking the absentee Taruffi. Swiss driver Rudi Fischer, also not present at the Dutch Grand Prix, remained in fourth, while Mike Hawthorns result took him to fifth in the standings, ^1 — Paul Frère qualified and raced in the #14 Simca-Gordini. Johnny Claes, who was entered in the same car. ^2 — Chico Landi qualified and drove 43 laps of the race in the #16 Maserati, Jan Flinterman, whose own vehicle had already retired, took over the car for a further 40 laps of the race. ^3 — Gino Bianco qualified and raced in the #14 Simca-Gordini, eitel Cantoni, who was also entered in the same car, did not participate in the Grand Prix after being fired. ^4 — Charles de Tornaco qualified and raced in the #24 Ferrari, louis Rosier had initially entered the Grand Prix in a separate car bearing the same number, but later cancelled his entry
1952 Dutch Grand Prix
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1952 Dutch Grand Prix
21.
1952 Italian Grand Prix
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The 1952 Italian Grand Prix was a Formula Two race held on 7 September 1952 at Monza. It was the eighth and final round of the 1952 World Drivers Championship, the 80-lap race was won by Ferrari driver Alberto Ascari after he started from pole position. José Froilán González finished second for the Maserati team and Ascaris teammate Luigi Villoresi came in third, due to the dominance of the Ferrari team throughout 1952, the World Drivers Championship had already been clinched a month prior to the season-ending Italian Grand Prix. There were also a number of privateer Ferraris, including the Ecurie Espadon pairing of Fischer and Stuck, as well as Charles de Tornaco of Ecurie Francorchamps, Louis Rosier and Peter Whitehead. The works Maserati team appeared for the first and only time in the 1952 World Championship, Gordini retained their previous driver lineup of Behra, Manzon and Trintignant, while Johnny Claes drove a privateer Simca-Gordini at Monza. HWM entered a pair of cars for Peter Collins and Lance Macklin, the Connaught team, absent since the British Grand Prix, returned to the Championship with a three-car entry consisting of Stirling Moss, Dennis Poore and Kenneth McAlpine. For this event, only 24 cars were allowed to take the start and these included all of the HWMs, three of the privateer Ferraris, and both of the Enrico Platé-entered Maseratis. Ascari took his third pole position, and the front row was completed by his teammates Villoresi and Farina. The Maserati of González started from the row, alongside the remaining works Ferraris of Taruffi and Simon. Row three consisted of Stirling Moss in the leading Connaught, Frenchman Élie Bayol in the sole OSCA, Behra in the third and final works Gordini, and Mike Hawthorn in his privateer Cooper-Bristol. The remaining works Maseratis of Bonetto and Rol were only able to make the fourth row of the grid, starting from 13th and 16th, José Froilán González emerged in first place at the start of the race, ahead of Ascari in second. The Argentine remained in the lead for the first 36 laps of the race, until a pit stop allowed the Ferraris of Ascari and Villoresi to pass him for first and second. Ascari held the lead for the remainder of the race, and, in so doing, González caught up with Villoresi and passed him to take second place in his only Championship race of the season. Villoresi completed the podium by taking his second consecutive third-place finish, Farina was not far behind in fourth place, while the second Maserati of Felice Bonetto took the final points position in fifth, finishing a lap down on the leaders. The remaining works Ferraris of Simon and Taruffi finished in sixth and seventh place, as Taruffi finished outside the points, he was unable to overtake Nino Farina in the Drivers Championship standings. The Ferrari team monopolised the top three positions, with World Champion Alberto Ascari ahead of teammates Farina and Taruffi, ^1 — Carlo Dusio, named substitute driver for the #44 Cisitalia-BPM, took no part in the Grand Prix. Ascari and González set equal fastest lap times, and shared the one championship point. Drivers Championship standings Note, Only the top five positions are included, Only the best 4 results counted towards the Championship
1952 Italian Grand Prix
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1952 Italian Grand Prix
22.
Straight-4
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The inline-four engine or straight-four engine is a type of inline internal combustion four-cylinder engine with all four cylinders mounted in a straight line, or plane along the crankcase. The single bank of cylinders may be oriented in either a vertical or a plane with all the pistons driving a common crankshaft. Where it is inclined, it is called a slant-four. In a specification chart or when an abbreviation is used, an engine is listed either as I4 or L4. The inline-four layout is in primary balance and confers a degree of mechanical simplicity which makes it popular for economy cars. However, despite its simplicity, it suffers from an imbalance which causes minor vibrations in smaller engines. These vibrations become more powerful as engine size and power increase, the inline-four is the most common engine configuration in modern cars, while the V6 engine is the second most popular. This inline engine configuration is the most common in cars with a displacement up to 3.0 L, in practice, the displacement of inline-four petrol engines in cars rarely exceeds this figure. For example, the largest engine of this form on the U. S. market in model year 2015 is the Toyota 2TR-FE, however, there are some notable exceptions. Early vehicles also tended to have engines with larger displacements to develop horsepower, the Model A Ford was built with a 3.3 L inline-four engine. Inline-four diesel engines, which are lower revving than gasoline engines, Mitsubishi still employs a 3.0 L inline-four diesel. Generally, European and Asian manufacturers of trucks with a vehicle weight rating between 7.5 and 18 tonnes use inline four-cylinder diesel engines with displacements around 5 L. The MAN D0834 engine is a 4.6 L inline-4 with 220 hp and 627 lb·ft, the Isuzu Forward is a medium-duty truck which is available with a 5.2 L inline-four engine that delivers 210 hp and 470 lb·ft. The Hino Ranger is a medium-duty truck which is available with a 5.1 L inline-four engine that delivers 175 hp and 465 lb·ft, the earlier Hino Ranger even had a 5.3 L inline-four engine. The Kubota M135X is a tractor with a 6.1 L inline-four and this turbo-diesel engine has a bore of 118 mm and a relatively long stroke of 140 mm. One of the strongest Powerboat-4-cylinders is the Volvo Penta D4-300 turbodiesel and this is a 3.7 L-inline-4 with 300 hp and 516 lb·ft. Brunswick Marine built a 127 kW3.7 L 4-cylinder gasoline engine for their Mercruiser Inboard/outboard line, the block was formed from one half of a Ford 460 cubic inch V8 engine. This engine was produced in the 1970s and 1980s, One of the largest inline-four engines is the MAN B&W 4K90 marine engine
Straight-4
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Ford inline-four engine with cylinder head removed
Straight-4
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A
cutaway Renault-Nissan M9R 2.0L Straight-4 DOHC Common rail diesel engine
Straight-4
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Computer generated image showing the major internal moving parts of an inline-four engine with belt-driven double overhead camshafts and 4 valves per cylinder.
Straight-4
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Ford Model T engine
23.
Dennis Poore
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Roger Dennistoun Dennis Poore was a British entrepreneur, financier and sometime racing driver. He became chairman of NVT during the days of the old British motorcycle industry. Poore was a motor sport participant, and competed in two World Championship Grands Prix in 1952. He made his debut in the British Grand Prix on 19 July 1952, Poore won the British Hill Climb Championship in 1950 driving a 3. 8-litre twin-Wade-blown Alfa Romeo. After his World Championship Grands Prix, Poore raced sportscars for Aston Martin, winning the Goodwood International Nine Hour race with a DB3S in 1955, Poore used his personal wealth to bankroll the founding, in 1950, of the motor racing journal Autosport. Poore became chairman of Manganese Bronze Holdings PLC, a company primarily concerned with making marine propellers. NVT was assisted by substantial aid from the Government, who were anxious to stave off the collapse of the British motorcycle industry, Poores restructuring became rather draconian, making 3,000 of the 4,500 workforce redundant. This led to the creation of the Meriden Cooperative which operated for ten years until it became bankrupt, production of BSA bikes ceased, and with Triumph lost to the Cooperative, the sole NVT model was the Norton Commando. Eventually Commando production ended and NVT ended up assembling an Asian 125cc trail bike, however, Norton went on to produce a twin-rotor Wankel-engined bike based on David Garsides work at BSA. His sporting past showed he was in tune with motorsport and engineering, however, his reconstruction and redundancy plans were heavy-handed and some regarded him a little more than an asset-stripper. What is clear is that his actions led to the fragmentation of the industry when consolidation was essential to save the day, with the purchase of BSA came its subsidiary Carbodies, builder of the FX4 London taxi, the classic black cab. After disposing of the motorcycle manufacturing arms, Poore continued to head Manganese Bronze as a taxi, Dennis Poores Alfa Romeo 8C35 Photographs and information about the 8C-35 that Poore owned for many years
Dennis Poore
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Poore sitting at the wheel of an historic hillclimb car
24.
1953 Formula One season
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The 1953 Formula One season was the seventh season of the FIAs Formula One racing. It consisted only of a number of motor races. As in 1952, the FIA chose to limit all Grand Prix races counting towards the World Championship of Drivers to cars complying with Formula Two regulations rather than with Formula One. 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, Ascari became the first driver to successfully defend his title. In addition to the non-championship Formula One races and the World Championship Formula Two races, the 1953 championship was the first truly global World Championship of Drivers, with a championship event being stage 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, 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 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 an 8,6,4,3,2 basis, points for shared drives were divided equally 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 equally between drivers sharing the fastest lap, only the best four results from the nine races counted towards a drivers 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
1953 Formula One season
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Ferrari won seven of the nine championship races with its
Tipo 500 model
1953 Formula One season
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Italian
Alberto Ascari won the 1953 World Championship of Drivers, his second championship victory and the most recent by an Italian driver
25.
1953 Argentine Grand Prix
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The 1953 Argentine Grand Prix was the first round of the 1953 Formula One World Drivers Championship, which was run to Formula Two regulations in 1952 and 1953. The race was held in Buenos Aires on January 18,1953, previously, the Indianapolis 500 was the only Formula One championship race held outside of Europe but run to AAA regulations. The inaugural Argentine Grand Prix, held in mid-January, was attended by four of the works teams, Maserati, Ferrari, Cooper. The Cooper team entered the British pair of Alan Brown and John Barber alongside the local driver Adolfo Schwelm Cruz, Gordini retained their 1952 trio of Manzon, Trintignant and Behra, who were joined by a pair of Argentinians—Carlos Menditeguy and Pablo Birger—the latter of which drove a Simca-Gordini. Ascari was once again the fastest qualifier, taking his fourth consecutive World Championship pole position and his teammates Villoresi and Farini lined up third and fourth, but the returning Fangio prevented a Ferrari front row lockout by qualifying second in his Maserati. González, in the second Maserati, started from row two alongside Hawthorn, making his first appearance for Ferrari, and the Gordini of Trintignant, the remaining Gordinis of Manzon, Menditeguy and Behra made up the third row with Gálvez in his Maserati. Row four consisted of the Coopers of Brown and Schwelm Cruz, at the back of the grid were the Maserati of Bonetto and Barber in the final Cooper. Due to President Juan Peróns decision to free access to the circuit, there were an excessive number of spectators. One of the spectators wandered onto the track, and, in order to avoid hitting him, Farina ultimately lost control of his car and crashed into the crowd on lap 31, killing 13 spectators. Ascari, who started from pole, led the entirety of the race, taking his seventh consecutive World Championship race victory, Fangio was in second until a transmission issue forced him to retire from the race. Manzon initially inherited the position, but Villoresi ultimately took second place, Hawthorn had been running in third, although he was eventually overtaken by González, preventing a Ferrari 1-2-3. Hawthorn finished fourth, ahead of Gálvez, who took the points in his first. ^1 — Maurice Trintignant qualified and drove 50 laps of the race in the #28 Gordini, Harry Schell took over the car for the remainder of the race. Shared Drives, Car #28, Maurice Trintignant and Harry Schell, Grand Prix debut for, Pablo Birger and Carlos Menditeguy. Only Grand Prix appearance for, John Barber, Oscar Alfredo Gálvez, Drivers Championship standings Note, Only the top five positions are included. Only the best 4 results counted towards the Championship
1953 Argentine Grand Prix
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1953 Argentine Grand Prix
26.
1953 Indianapolis 500
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The 37th International 500-Mile Sweepstakes was held at the Indianapolis Motor Speedway on Saturday, May 30,1953. The event was part of the 1953 AAA National Championship Trail, Bill Vukovich, after falling short a year before, earned the first of two consecutive Indy 500 victories. With the temperature in the high 90s, and the temperature exceeding 130 °F. Driver Carl Scarborough dropped out the race, and later died at the hospital due to heat prostration. Due to the heat conditions, several drivers in the field required relief drivers. Vukovich, however, as well as second-place finisher Art Cross, sixteen year race veteran Chet Miller died in an accident in practice on May 15. Time trials were scheduled for four days.392 mph, polesitter Bill Vukovich dominated the race, leading 195 laps and also recording fastest lap. The race is known as the Hottest 500, with track temperatures exceeding 130 °F. Recent research, however, has suggested that the 1937 race actually had higher recorded temperatures. First alternate, Eddie Johnson Pole position, Bill Vukovich –4,20.13 Fastest lead lap, one of the prizes awarded to the winner was a pet dog and a years supply of dog food. The race was carried live flag-to-flag on the Indianapolis Motor Speedway Radio Network, instead of being produced by 1070 WIBC-AM, the network pooled together talent and technical staff from all five of the major radio stations in Indianapolis. The broadcast was anchored by Sid Collins, and featured talent from WIBC, WFBM, WISH, WIRE. The broadcast signed on at 10,45 a. m. local time, the broadcast was carried on 135 stations across the country, and on Armed Forced Network to Europe and Asia. World Drivers Championship standings Note, Only the top five positions are included, Only the best 4 results counted towards the Championship
1953 Indianapolis 500
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37th Indianapolis 500
27.
1953 Dutch Grand Prix
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The 1953 Dutch Grand Prix was a Formula Two race held on 7 June 1953 at the Circuit Zandvoort. It was the round of the 1953 World Drivers Championship. The 90-lap race was won by Ferrari driver Alberto Ascari after he started from pole position, Swiss driver Toulo de Graffenried raced in a privateer Maserati for Enrico Platés team. Gordini also entered three cars for this event, with Maurice Trintignant and Harry Schell being retained from their lineup for Argentina, Roberto Mieres made his Grand Prix debut in the teams third car. HWM also stuck with the drivers who had competed for them in Monza—Peter Collins, Ascari took his fifth consecutive pole position, and he was joined on the front row by Fangio in his Maserati and the second Ferrari of Farina. The final works Maserati of Bonetto could only manage to qualify on the row of the grid. The race was held in difficult conditions – the track was made slippery by loose grit. The Ferraris had better road holding and once again Alberto Ascari led from start to finish, Farina ultimately finished second, while Villoresi, who took the point for fastest lap, was forced to retire with a throttle issue. A problem with his suspension forced González to retire, three laps later, however, he took over his teammate Felice Bonettos car and ran out the winner of an exciting duel with Mike Hawthorn, once again depriving Ferrari of a 1-2-3. González and Bonetto shared the four points for third place, Fangio retired with a broken back axle, having been in fourth behind the leading Ferrari trio at the time. Toulo de Graffenried took the points position in fifth, his first points since the 1951 Swiss Grand Prix. Ascaris eight consecutive World Championship race victory gave him a lead in the points standings. González and Hawthorn were level on points with Farina, eleven points adrift of Ascari, ^1 — Felice Bonetto qualified and drove 25 laps of the race in the #16 Maserati. José Froilán González, whose own car had retired, took over the car for the remainder of the race. ^2 — Jean Behra was initially due to drive the #22 Gordini, but, due to injuries suffered at the non-championship Pau Grand Prix, he was unable to participate, and so was replaced by Roberto Mieres. ^3 — Fred Wacker neither set a time nor started the race. Shared Drives, Car #16, Felice Bonetto and José Froilán González and they shared the points for 3rd place. Grand Prix debut for Roberto Mieres, Drivers Championship standings Note, Only the top five positions are included
1953 Dutch Grand Prix
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Zandvoort original layout
28.
1953 Belgian Grand Prix
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The 1953 Belgian Grand Prix was a Formula Two race held on 21 June 1953 at Circuit de Spa-Francorchamps. It was the round of the 1953 World Drivers Championship. The 36-lap race was won by Ferrari driver Alberto Ascari after he started from second position and his teammate Luigi Villoresi finished second and Maserati driver Onofre Marimón came in third. Two weeks after the previous World Championship race, the Dutch Grand Prix, the Maserati factory team added Johnny Claes and a third Argentine, Onofre Marimón, to their lineup of Juan Manuel Fangio and José Froilán González, while Felice Bonetto missed this race. Toulo de Graffenried drove the only privateer Maserati at Spa, the field was completed by several privateers—Berger in a Simca-Gordini, Legat in a Veritas and Pilette in a Connaught. A record crowd of over 100,000 spectators crammed into the forest track to watch this dramatic race, the defending World Champion had to settle for second place on the grid this time. The Maserati of González completed the front row, while row two consisted of the Ferraris of Farina and Villoresi, on the third row were Marimón in a Maserati, the remaining works Ferrari of Hawthorn, and Trintignant in the leading Gordini. At the flag, Fangio waved González past and stunned everyone with another blitzkrieg lap of 110 mph from a standing start. After 11 laps, González had pulled out a full minutes lead, engine problems for Marimón allowed Villoresi to move up to third on lap 28, and a fuel leak for Hawthorn meant that Villoresi inherited second place on the following lap. However, Fangio crashed heavily on the lap of the race. The remaining points were taken by the privateer Maserati of de Graffenried, Alberto Ascari, who had taken his ninth consecutive World Championship victory, already had a large lead in the points standings. He was twelve ahead of his teammate Villoresi, while Bill Vukovich. González, who took the fastest lap point for this race, now had seven points, putting him eighteen points behind Ascari, ^1 — Johnny Claes qualified and drove 14 laps of the race in the #6 Maserati. Juan Manuel Fangio, whose own car had retired, took over the car for the remainder of the race. Shared Drives, Car #6, Johnny Claes and Juan Manuel Fangio, Drivers Championship standings Note, Only the top five positions are included
1953 Belgian Grand Prix
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Spa-Francorchamps layout
29.
1953 French Grand Prix
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The 1953 French Grand Prix was a Formula Two race held on 5 July 1953 at Reims. It was the round of the 1953 World Drivers Championship. Not only had the Reims circuits layout changed, the name was different – both in regard to the same thing, the new, faster and slightly longer circuit bypassed the town of Gueux and as a result, the circuit was now called Reims. It is popularly known as the race of the century because of the sixty lap battle between Briton Mike Hawthorn and Argentine Juan Manuel Fangio, Hawthorn won the duel after they reportedly swapped the lead at virtually every corner on the Reims circuit. In addition, after 500 km of racing, the four cars were less than 5 seconds apart. Drivers Championship standings Note, Only the top five positions are included, ddavid. com, The French Grand Prix of 1953 The Story of the Grand Prix – The Race of the Century French GP1953
1953 French Grand Prix
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Reims-Gueux layout
30.
1953 British Grand Prix
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The 1953 British Grand Prix was a Formula Two motor race held on 18 July 1953 at Silverstone Circuit. It was the round of the 1953 World Drivers Championship. The 90-lap race was won by Ferrari driver Alberto Ascari after he started from pole position, juan Manuel Fangio finished second for the Maserati team and Ascaris teammate Nino Farina came in third. Drivers Championship standings Note, Only the top five positions are included, Only the best 4 results counted towards the Championship. Numbers without parentheses are Championship points, numbers in parentheses are total points scored
1953 British Grand Prix
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Silverstone Circuit in 1952–1973 configuration
31.
1953 German Grand Prix
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The 1953 German Grand Prix was a Formula Two race held on 2 August 1953 at the Nürburgring Nordschleife. It was the round of the 1953 World Drivers Championship. This race was won by Nino Farina in a Ferrari, just over 1 minute ahead of Juan Manuel Fangio and this was Farinas last victory in Formula One. During his tour of Europe that saw Japans 19-year old Crown Prince Akihito visit the Coronation of Queen Elizabeth II, he also attended the German Grand Prix. Shared Drives, Car #1, Ascari then Villoresi Car #4 and this race had the highest number of cars on the grid of any World Drivers Championship race, with 34 starters. Drivers Championship standings Note, Only the top five positions are included, Only the best 4 results counted towards the Championship. Numbers without parentheses are Championship points, numbers in parentheses are total points scored
1953 German Grand Prix
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Nürburgring layout
32.
1953 Swiss Grand Prix
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The 1953 Swiss Grand Prix was a Formula Two race held on 23 August 1953 at Bremgarten Circuit. It was the round of the 1953 World Drivers Championship. The race marked the return of Grand Prix-era legend Hermann Lang. He was given a chance to participate in Formula 1 racing driving for Officine Alfieri Maserati after one of their drivers was injured. He raced in two World Drivers Championship events overall—one in 1953 and one in 1954—and his result here, a finish, was his best result. Shared Drives, Car #32, Fangio then Bonetto and they shared the points for 4th place. Car #30, Bonetto then Fangio Last win, podium, point finish and race finish – Alberto Ascari Drivers Championship standings Note, Only the best 4 results counted towards the Championship. Numbers without parentheses are Championship points, numbers in parentheses are total points scored
1953 Swiss Grand Prix
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Circuit Bremgarten track layout
33.
1953 Italian Grand Prix
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The 1953 Italian Grand Prix was a Formula Two race held on 13 September 1953 at Monza. It was the ninth and final round of the 1953 World Drivers Championship and this made it the last World Championship race to run under the Formula Two regulations. The 80-lap race was won by Maserati driver Juan Manuel Fangio after he started from second position, nino Farina finished second for the Ferrari team and his teammate Luigi Villoresi came in third. The initial part of the race was a four way battle between Alberto Ascari, Giuseppe Farina, Juan Manuel Fangio and Onofre Marimón. With five drivers running together on the last lap, the race saw a spectacular finish with Ascari, Ascari made a mistake and spun. To avoid him, Farina pulled to the grass but recovered later, Fangio pounced on this window of opportunity and took a famous win. Shared Drive – Car #56, Mantovani then Musso Alberto Ascari wins World Championship for the second, first F1 Grand Prix drive for Umberto Maglioli Last F1 Grand Prix drive for Yves Giraud-Cabantous and Hans Stuck Drivers Championship standings Note, Only the top five positions are included. Only the best 4 results counted towards the Championship, numbers without parentheses are Championship points, numbers in parentheses are total points scored
1953 Italian Grand Prix
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Autodromo Nazionale Monza layout
34.
Roy Salvadori
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Roy Francesco Salvadori was a British racing driver and team manager. He was born in Dovercourt, Essex, to parents of Italian descent and he graduated to Formula One by 1952 and competed regularly until 1962 for a succession of teams including Cooper, Vanwall, BRM, Aston Martin and Connaught. Also a competitor in other formulae, he won the 195924 Heures du Mans in an Aston Martin with co-driver Carroll Shelby, in 47 starts he achieved one F1 Championship podium finish—third place at the RAC British Grand Prix—and won non-championship races in Australia, New Zealand and England. In 1961 he was lying second in the United States Grand Prix when his Coopers engine failed, at the end of 1962 he retired from F1, and he stopped racing altogether a couple of years later to concentrate on the motor trade. He returned to the sport in 1966 to manage the Cooper-Maserati squad for two seasons, and eventually retired to Monaco. It was with this car, he raced in the 1947 Grand Prix des Frontières, despite this, Salvasdori still cruised home to record an impressive fifth place. He then decided to pursue a career, and drove a number of different makes as his career progressed. He was in critical condition after suffering a skull and other severe injuries. He came so close enough to death, he was given the last rites, through he wasnt alone in that, he became known as King of the Airfields. Certainly, he piled up the wins at Silverstone, Snetterton, roy race with all the tough nut tenacity benefitting of a man who made good in the second-hand car trade in the immediate post-war England. He twice won the Oulton Parks International Gold Cup – and there were plenty of adjacent trees to hit there, plus there was a lake to plunge into, which he did once abroad a Jaguar Mk. II3.8 saloon. Nor was the Mulsanne Straight at night a place for the inaccurate or nervous – and he scored his most notable success at Le Mans and he would continue to race the Ferrari, winning the Joe Fry Memorial Trophy. For the 1953 season, Salvadori joined the Connaught team and competed in five Grands Prix with the Connaught A type, however, he did secured a number of non-championship victories during the season. However, he remained active in domestic motor sport and in sports cars for Aston Martin. Ever since his Championship debut in 1952, Salvadori would experience retirement after retirement, out of the ten races contested between 1953 and 1956, he would retire early in every single one of them. But this all change in 1957, when he signed with Cooper achieving only one place at RAC British Grand Prix. However,1958 was his most successful season, finishing fourth in the World Drivers Championship for Cooper, behind Mike Hawthorn, Stirling Moss, over the course of the season, he would earn two podium finishes, including a second place in the Großer Preis von Deutschland. However he was not retained by Cooper for 1959 but drove a privately entered Cooper, the Aston Martin was a traditional front engined car, which was soon outclassed by the Cooper rear engined concept
Roy Salvadori
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1956 Silverstone GP Formula 2 race winner Salvadori with foot on tyre of Cooper T41
35.
Birabongse Bhanudej
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Bira, was the first and remains the only Thai to drive in Formula One. He raced in Formula One and Grand Prix races for the Maserati, Gordini, and Connaught teams, among others. He also was an Olympic sailor in the Melbourne Olympics,1956 in the Star, Rome Olympics,1960 in the Star, Tokyo Olympics,1964 in the Dragon and the Munich Olympics,1972 in the Tempest. In the 1960 Games he competed against another former Formula One driver, Roberto Mieres, Birabongse was the only Southeast Asian driver in Formula One until Malaysias Alex Yoong joined Minardi in 2001. Prince Bira was not only a driver, he was also a pilot of gliders. In 1952 he flew from London to Bangkok in his own twin engine Miles Gemini aircraft, Prince Birabongses parents were Prince Bhanurangsi Savangwongse and his second wife. Birabongses paternal grandfather was King Mongkut, loosely portrayed in the Hollywood movies The King and I and Anna and his mother died when Prince Birabongse was only four years old. Birabongse was sent to Europe in 1927 to complete his education in England at Eton College, where he joined one of his nephews, while he was at Eton Biras father died, leaving him an orphan. He was placed under the care of his cousin, Prince Chula Chakrabongse, on leaving Eton at age 18, in early 1933, Prince Bira moved in with Prince Chula in London, while he decided on his future. Prince Birabongse had been registered to attend Trinity College, Cambridge, initially, Prince Chula hired a tutor for Prince Bira, to better prepare him for the exam, but Prince Bira changed his mind and expressed a desire to learn sculpture rather than attend university. Prince Chula approached leading sculptor Charles Wheeler, and Wheeler took Prince Bira on as a pupil within his studio. Although Prince Bira showed some talent as a sculptor, in Wheelers opinion he needed to learn to draw, however, both Prince Chula and her parents placed severe limitations on their relationship, and it was not until 1938 that they were able to marry. Bira first raced with his cousin Prince Chulas team, White Mouse Racing, driving a Riley Imp at Brooklands in 1935, in this car Bira established the national motor racing colours of Siam, pale blue with yellow. He later lived near Geneva, Switzerland, and in the south of France, later in 1935, Prince Chula gave him one of the new ERA voiturette racing cars—R2B, which was nicknamed Romulus. Bira finished second in his first ever race in Romulus, despite needing to stop for repairs, the remaining races of the season saw Bira consistently placing among the more powerful Grand Prix vehicles, with another second place, and fifth at the Donington Grand Prix. For 1936 the princes decided that the seasons results merited a second ERA. They purchased chassis R5B to use in British events and retained Romulus for international races, Chula also purchased a Maserati 8CM to complete the White Mouse roster. Biras expertise behind the wheel earned him the Coupe de Prince Rainier at Monte Carlo, Bira won a further four races in the ERAs that season, and took the Grand Prix Maserati to 5th at Donington and 3rd at Brooklands
Birabongse Bhanudej
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Birabongse in 1944
Birabongse Bhanudej
Birabongse Bhanudej
Birabongse Bhanudej
36.
Johnny Claes
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Octave John Johnny Claes was an English-born racing driver who competed for Belgium. Before his fame as a driver, Claes was also a jazz trumpeter. Claes was born in London to a Scottish mother and Belgian father and he was educated in England at Lord Williamss School. In England, he began playing trumpet in a band that included Max Jones on reeds. In the 1930s he moved to the Netherlands, where he worked with Valaida Snow and he also worked with Jack Klugers band in Belgium. Returning to England, he led his own group, the Claepigeons, in the late 1940s he abandoned his jazz career and settled in Belgium as a professional racing driver. Claes was one of several drivers who took part in Grand Prix racing of post-World War II. His first contact with racing was at the 1947 French Grand Prix and he made his debut in 1948, in his own Talbot-Lago, raced under the Ecurie Belge banner. Although Claes never scored any points in the World Drivers Championship, he was, like many of his contemporaries, very active in non-Championship Grand Prix races and his first win was at the 1950 Grand Prix des Frontières, held at the Chimay race track. In April 1951 Claes crashed into a crowd while practicing at Sanremo and he was uninjured but an observer was killed and three onlookers were seriously injured. In 1952 he exchanged his outdated Talbot for a Gordini, and later for a Connaught, always with the Ecurie Belge colours and he also won the 1953 Liège-Rome-Liège Rally and took a class win at the 195424 Hours of Le Mans. Claes teamed with Pierre Stasse to finish 12th in the 195424 Hours of Le Mans, together with compatriot Jacques Swaters, Claes finished third in the 195524 Hours of Le Mans. Later in 1955 Claes health problems worsened, as he had contracted tuberculosis, Claes sold his outfit to Swaters, who merged it with his own Ecurie Francorchamps to form Ecurie Nationale Belge. Claes entered occasional events until the end of the year, but finally succumbed to the disease in Brussels in 1956, aged 39
Johnny Claes
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Johnny Claes
37.
Ecurie Belge
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Octave John Johnny Claes was an English-born racing driver who competed for Belgium. Before his fame as a driver, Claes was also a jazz trumpeter. Claes was born in London to a Scottish mother and Belgian father and he was educated in England at Lord Williamss School. In England, he began playing trumpet in a band that included Max Jones on reeds. In the 1930s he moved to the Netherlands, where he worked with Valaida Snow and he also worked with Jack Klugers band in Belgium. Returning to England, he led his own group, the Claepigeons, in the late 1940s he abandoned his jazz career and settled in Belgium as a professional racing driver. Claes was one of several drivers who took part in Grand Prix racing of post-World War II. His first contact with racing was at the 1947 French Grand Prix and he made his debut in 1948, in his own Talbot-Lago, raced under the Ecurie Belge banner. Although Claes never scored any points in the World Drivers Championship, he was, like many of his contemporaries, very active in non-Championship Grand Prix races and his first win was at the 1950 Grand Prix des Frontières, held at the Chimay race track. In April 1951 Claes crashed into a crowd while practicing at Sanremo and he was uninjured but an observer was killed and three onlookers were seriously injured. In 1952 he exchanged his outdated Talbot for a Gordini, and later for a Connaught, always with the Ecurie Belge colours and he also won the 1953 Liège-Rome-Liège Rally and took a class win at the 195424 Hours of Le Mans. Claes teamed with Pierre Stasse to finish 12th in the 195424 Hours of Le Mans, together with compatriot Jacques Swaters, Claes finished third in the 195524 Hours of Le Mans. Later in 1955 Claes health problems worsened, as he had contracted tuberculosis, Claes sold his outfit to Swaters, who merged it with his own Ecurie Francorchamps to form Ecurie Nationale Belge. Claes entered occasional events until the end of the year, but finally succumbed to the disease in Brussels in 1956, aged 39
Ecurie Belge
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Johnny Claes
38.
Ecurie Ecosse
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Ecurie Ecosse was a motor racing team from Scotland. The team also raced in three Formula One races, Ecurie Ecosses cars were always distinctive in their Flag Blue Metallic paint. Ecurie Ecosse had four Formula One Grand Prix entries, over three seasons, the first was by David Murray himself, driving a Cooper T20 in the 1952 British Grand Prix. However, he retired with engine trouble early in the race, for the 1953 event the team entered two cars a Cooper T20 for Jimmy Stewart a new Connaught A Type was entered for Ian Stewart. Unfortunately neither of the finished the race, Jimmy spun off track on lap 79. The teams last F1 outing was at the 1954 British Grand Prix, where the Connaught was again entered, although this time the car did take the finish, it came in twelve laps down on the leaders. From this point onward the team concentrated on sportcar events, Ecurie Ecosse also raced in the European Formula Two Championship, from 1969 until 1971. Their first race was in 1969 at Thruxton where driver Graham Birrell finished 11th in a Brabham BT23C, at Enna Birrell couldnt start the race because he had crashed the car in practice and the team couldnt repair the car before the race. In 1970 Ecurie Ecosse entered the car for Birrell. At Crystal Palace Birrell finished in 11th position, in the next race held at the Hockenheimring Birrell finished in 12th position. In Imola Richard Attwood took over from Birrell, after finishing sixth in the first heat, in 1971 Ecurie Ecosse had a new driver, Tom Walkinshaw, they also had a new car, a March 712M. At Thruxton Walkinshaw retired on lap three due to a puncture, at the Nürburgring, Gerry Birrell finished in ninth position. In their last two races, at Jarama and Crystal Palace, Walkinshaw failed to qualify for the race, in the 195624 Hours of Le Mans Ron Flockhart and Ninian Sanderson were the winning drivers in a Jaguar D-Type. Ron Flockhart won again with a D-Type in the 1957 event, the teams second D-Type – driven by Sanderson and his new partner John Lawrence – finished second, a rare privateer 1–2 finish. The team would field a D-Type at Le Mans in 1959. Once again, neither car made it to the flag, the D-Type suffering engine failure after 70 laps. Things went from bad to worse for the team in the 1960 running, the, by now much modified, D-Type was again entered, and lasted until the 168th lap before being forced out with a broken crankshaft. Ecurie Ecosses second car for this year, a Cooper T49 Monaco, the entrants for the 196124 Hours of Le Mans – a Cooper T57 Monaco and an Austin-Healey Sebring Sprite – retired after accidents in their 32nd and 40th laps respectively
Ecurie Ecosse
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A
Jaguar D-Type in the metallic blue with white nose-band livery of Ecurie Ecosse (1956 Le Mans race).
Ecurie Ecosse
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1953
Jaguar C-Type in Ecurie Ecosse colours, displayed at
Dulwich Picture Gallery, 29 June 2014
Ecurie Ecosse
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The restored Ecurie Ecosse Car Transporter
39.
Tony Rolt
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Major Anthony Peter Roylance Tony Rolt, MC & Bar, was a British racing driver, soldier and engineer. A war hero, Major Rolt MC maintained a connection with the sport. The Ferguson 4WD project he was involved in paid off with spectacular results, at his death, he was the longest surviving participant of the first ever World Championship Grand Prix at Silverstone in 1950. He won the 195324 Hours of Le Mans and participated in three Formula One World Championship Grands Prix, Rolt was born in Bordon, Hampshire, and brought up at St Asaph in Denbighshire, Wales. He was the child of Brigadier-General Stuart Rolt, and educated at Eton. He drove there because he had just lost his British driving licence for speeding along Denbigh High Street. In a minor race at Brooklands, a bolt dropped from the ERA’s exhaust and flames began swirling around Rolt’s lap, he removed his gloves, stuffed one across the hole and won the race. For 1939, he acquired another ERA, immediately winning the 200-mile British Empire Trophy race at Donington Park and he entered the Royal Military College, Sandhurst, and in 1939 received a commission in the Rifle Brigade. During the Second World War, Rolt was a lieutenant in the Rifle Brigade and he was captured and taken prisoner of war at the end of the battle for Calais in May 1940, just before the Dunkirk evacuation of the British Expeditionary Forces, during the fall of France. He was awarded the Military Cross for gallantry, his exploits included helping a wounded comrade while firing his Bren gun at the advance German troops. In one attempt to escape, he got within yards of the Swiss border before being recaptured – which accounted for his transfer to the East German fortress, for his determined escape attempts, Rolt was awarded a Bar to his Military Cross. In early 1944, he was one of the masterminds behind the audacious glider escape plan, but in spring 1945, after the war Rolt resigned his commission with the rank of Major to develop advanced automotive technologies. After the war Rolt resumed racing with an Alfa Romeo Bimotore, between 1949 and 1952, he begun a close association with Freddie Dixon and Rob Walker, setting an engineering partnership with the former and racing Walker’s 1926 Delage and Delahaye. In 1950 and 1951, he shared a Nash-Healey, with Duncan Hamilton, from 1952 to 1955, Rolt raced Walker’s dark-blue Connaughts on which he was tremendously successful in English national events, winning numerous Formula Two, Formula Libre and handicap races. Unfortunately, his business obliged him to restrict his racing, then they asked me who I’d like as my co-driver and I said Duncan. They said “Duncan, you must be mad. ”But he joined me in the team for 1952 and their first Le Mans together for Jaguar was a disaster, which resulted in a head gasket failure and an early retirement. Rolt competed in three Formula One World Championship races, the British Grands Prix of 1950,1953, &1955, in the 1953 race, once again he started from 10th, but a half shaft on his Connaught failed after 70 laps. In his final Grand Prix, he shared a drive with Walker in 1955
Tony Rolt
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Prince Bira ’s ERA “Remus”, which Rolt bought in 1938
Tony Rolt
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Jaguar C-Type, similar to which Rolt and Hamilton drove to victory at Le Mans
Tony Rolt
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The Ferguson P99
40.
1954 Formula One season
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The 1954 Formula One season was eighth season of FIA Formula One motor racing. It featured the 1954 World Championship of Drivers and a number of non-championship races, the World Championship of Drivers was contested over a nine race series which commenced on 17 January and ended on 24 October 1954. The championship was won by Juan Manuel Fangio who drove, and won races, argentine drivers gained the first two positions in the championship with José Froilán González placing second to his compatriot Fangio. With Formula One changing to 2, fangios French success had come after switching from the Maserati team with whom he had won the first two Grands Prix of the season. Reigning champion Alberto Ascari had a successful switch of teams. Unfortunately for him, Lancias car, the D50, was not ready until the final World Championship race, Championship points were awarded for first five places in each race on an 8,6,4,3,2 basis with 1 point awarded for the fastest lap. Only the best five of nine scores counted towards the championship, points for shared drives were divided equally between the drivers, regardless of who had driven more laps unless one of the drivers was deemed to have completed insufficient distance. Drivers who shared more than one car during a race received points only for their highest finish, argentine Onofre Marimon was killed during practice for the German Grand Prix driving a Maserati 250F. It was the first fatality at a championship Formula One race weekend, the following races counted towards the 1954 World Championship of Drivers. All championship races were open to cars complying with FIA Formula One regulations with the exception of the Indianapolis 500 which was for cars complying with AAA National Championship regulations. The Dutch Grand Prix was originally supposed to be held at Zandvoort but there was no money for the race to be held, the German Grand Prix was given the honorary title of being the European Grand Prix of 1954. The following teams and drivers competed in the 1954 FIA World Championship of Drivers, italics indicate fastest lap Bold indicates pole position † Position shared between multiple drivers of the same car ‡ Several cars were shared in this race. See the race page for details, only the best 5 results counted towards the Championship. Numbers without parentheses are Championship points, numbers in parentheses are total points scored, the following is a summary of the races for Formula One cars staged during the 1954 season that did not count towards the 1954 World Championship of Drivers
1954 Formula One season
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Juan Manuel Fangio (
Mercedes-Benz W196) leads
Alberto Ascari (
Ferrari 625) in the
1954 Italian Grand Prix at
Monza
41.
1954 Argentine Grand Prix
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The 1954 Argentine Grand Prix was a Formula One motor race held at Autódromo 17 de Octubre in Buenos Aires, Argentina on 17 January 1954. It was the first round of the 1954 World Drivers Championship and this was Juan Manuel Fangios first home victory, following Alberto Ascaris win in 1953. He would repeat this with three victories in the following three years. This race was run in a direction, as opposed to clockwise the year before. Ascari and Villoresi were not present due to the Lancia car not being ready, bayol scores his first career points. Records tied or broken, Farina gets his 17 podium finish, Farina scored the pole position at an age of 47 years and 79 days, which still is a record today. Drivers Championship standings Note, Only the top five positions are included, Only the best 5 results counted towards the Championship
1954 Argentine Grand Prix
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1954 Argentine Grand Prix
42.
1954 Indianapolis 500
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The 38th International 500-Mile Sweepstakes was held at the Indianapolis Motor Speedway on Monday, May 31,1954. The event was part of the 1954 AAA National Championship Trail, bill Vukovich won his second consecutive 500. Vukovich died the year attempting to win his third consecutive Indy 500. The race reportedly went 110 laps before the first yellow light, time trials was scheduled for four days.26 Fastest Lead Lap, Jack McGrath –1,04.04 Relief drivers, Troy Ruttman & Duane Carter shared car no 34. Paul Russo & Jerry Hoyt shared car no 5, art Cross, Jimmie Davies, Johnnie Parsons, Andy Linden & Sam Hanks shared car no 45. Chuck Stevenson, Walt Faulkner shared car no 98, Duane Carter, Jimmy Jackson, Tony Bettenhausen & Marshall Teague shared car no 16. Ed Elisian & Bob Scott shared car no 27, frank Armi & George Fonder shared car no 71. Sam Hanks, Jimmie Davies & Jim Rathmann shared car no 1, rodger Ward & Eddie Johnson shared car no 12. Gene Hartley & Marshall Teague shared car no 31, Andy Linden & Bob Scott shared car no 74. Johnny Thomson, Andy Linden & Jimmy Daywalt shared car no 43, Jim Rathmann & Pat Flaherty shared car no 38. Spider Webb & Danny Kladis shared car no 65, len Duncan & George Fonder shared car no 33. The race was carried live flag-to-flag on the Indianapolis Motor Speedway Radio Network and it was the second time the race was carried in its entirety. The broadcast was anchored by Sid Collins, his third as chief announcer, charlie Brockman served as booth analyst and statistician, and also reported from victory lane. Of note, the network expanded its coverage to include four qualifying wrap-up shows during time trials weekends, the network expanded to include four qualifying wrap-up shows, and the number of affiliate stations increased to 210. All five major stations in Indianapolis carried the broadcast. The 1954 broadcast is notable in that it featured for the first time the famous phrase Stay tuned for the Greatest Spectacle in Racing, due to the increased number of affiliates at the time, the network needed a scripted out-cue to alert producers when to manually insert local commercials. A young WIBC marketing staff member named Alice Greene is credited with inventing the phrase and it has been used ever since, with all of the chief announcers proudly reciting it during their respective tenures. World Drivers Championship standings Note, Only the top five positions are included, Indianapolis 500 History, Race & All-Time Stats – Official Site 1954 Indianapolis 500 at RacingReference. info
1954 Indianapolis 500
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38th Indianapolis 500
43.
1954 Belgian Grand Prix
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The 1954 Belgian Grand Prix was a Formula One motor race held at Spa-Francorchamps on 20 June 1954. It was the round of the 1954 World Drivers Championship. The 36-lap race was won by Maserati driver Juan Manuel Fangio after he started from pole position, maurice Trintignant finished second for the Ferrari team with Fangios teammate Stirling Moss in third. This was to be Fangios last Championship race of the season for Maserati as the new Mercedes cars would be ready in France, there were only three makes contesting this round – Maserati, Ferrari and Gordini. Despite Farina having an arm in plaster after a crash in the Mille Miglia he managed to lead away from the start, Fangio soon overtook him, but lost the lead whilst adjusting his rain visor. A frantic duel ensued, with the Argentine coming out in the lead, Farina battled furiously, but an engine blow-up cost him a chance of a race win. Fangio cruised home a winner from Trintignant and Moss in his privately entered Maserati. Shared Drive – Car #10, Hawthorn then González F1 Firsts, First podium finish for Trintignant and Moss, First points for Moss, records broken, Fangios 11th career fast lap gives him sole possession of most fast laps. This is the last race that Farina would start in 1954 and he is the last driver to have started in all non-Indy 500 championship races. Thus ending his string of 30 straight Grand Prix starts. De Graffenried also participated as a car to record footage for the film The Racers. Drivers Championship standings Note, Only the top five positions are included, Only the best 5 results counted towards the Championship
1954 Belgian Grand Prix
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Spa-Francorchamps layout
44.
1954 French Grand Prix
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The 1954 French Grand Prix was a Formula One motor race held at Reims on 4 July 1954, the same date as the 1954 Football World Cup Final. It was the round of the 1954 World Drivers Championship. The 61-lap race was won by Mercedes driver Juan Manuel Fangio after he started from pole position and his teammate Karl Kling finished second and Ferrari river Robert Manzon came in third. It was a dominant return with Fangio recording a lap of 124.31 mph. He and Kling led away and continued to side by side around the Rheims track. The Ferrari drivers simply couldnt cope with the pace, josé Froilán González retired after 12 laps and Mike Hawthorns car blew up spectacularly. Former Ferrari double World Champion Alberto Ascari drove a Maserati, as the Lancia D50 was not yet ready for racing, Only six cars finished the gruelling race. F1 Debut, Jacques Pollet, Karl Kling, Mercedes and Continental tyre, Debut win for Mercedes and Continental in Formula One. Excluding the Indianapolis 500, this was the first time a constructor won a Formula One World Championship race. The Thillois hairpin had been changed from the year before, the original corners surface was laid out with bricks, the new corner bypassed this hairpin with a new smooth tarmac surface. Drivers Championship standings Note, Only the top five positions are included, Only the best 5 results counted towards the Championship
1954 French Grand Prix
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Reims-Gueux layout
45.
1954 British Grand Prix
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The 1954 British Grand Prix was a Formula One motor race held at Silverstone on 17 July 1954. It was the round of the 1954 World Drivers Championship. The 90-lap race was won by Ferrari driver José Froilán González after he started from second position and his teammate Mike Hawthorn finished second and Maserati driver Onofre Marimón came in third. A huge crowd turned out at Silverstone to see if Mercedes could repeat their Reims rout, in the end, just two silver cars arrived. In contrast, Maserati had nine cars, whilst Ferrari had three for the trio of Hawthorn, Gonzalez and Trintignant. Fangio set Silverstones fastest ever lap, breaking the 100 mph barrier with a lap of 100.35 mph and it was Gonzalez who led away and held the lead until the flag. Behind him, Fangio passed Hawthorn for second but after colliding several times with oil drums in a difficult handling car, he dropped to fourth. Moss took over the position but retired with rear axle problems, leaving Hawthorn to follow home for a Ferrari 1–2 and young Onofre Marimón to take his second podium place. ^1 — Rodney Nuckey, named substitute driver for Eric Brandon in the #30 Cooper-Bristol, was given a starting position despite not completing a lap in qualifying or in the race. Ascari, Behra, Fangio, González, Hawthorn, Marimón & Moss all set the equal fastest lap time of 1,50, each received 1⁄7 of a point. Final F1 Race for, Alan Brown, Reg Parnell & Peter Whitehead, Drivers Championship standings Note, Only the top five positions are included. Only the best 5 results counted towards the Championship
1954 British Grand Prix
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Silverstone Circuit in 1952–1973 configuration
46.
1954 German Grand Prix
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The 1954 German Grand Prix was a Formula One motor race held at Nürburgring on 1 August 1954. It was the round of the 1954 World Drivers Championship. It was the 17th German Grand Prix since the race was first held in 1926, the race was won by 1951 world champion, Argentine driver Juan Manuel Fangio driving a Mercedes-Benz W196. Ferrari 625 drivers Mike Hawthorn and Maurice Trintignant finished second and third for Scuderia Ferrari, the race was lengthened from 18 to 22 laps, bringing the German Grand Prix up to the approximately 500 kilometre race distance used by the majority of Formula One Grands Prix at the time. Mercedes had brought to the Nürburgring their new open-wheeled version of the W196 for Fangio, Kling, Hans Herrmann drove a streamlined W196s. Qualifying saw Fangio take pole position from Hawthorn, but practice was marred by the death of official Maserati driver Onofre Marimón. Marimóns teammate Luigi Villoresi withdrew from the race, as did Owen Racing entered Maserati of Ken Wharton, stirling Moss qualified third in his privately entered Maserati 250F ahead of Hans Herrmann, Gonzalez and Paul Frère. Fangio and Karl Kling led the way in their two Mercedes, Hawthorn was an early retirement with a broken axle as were Moss, Frère and privateer Maserati driver Roberto Mieres. Hermann Lang, one of the stars of the Mercedes silver arrows spun out of his final Grand Prix appearance after ten laps. Gonzalez started and was running third but was so upset by Marimóns death he was called in after 16 laps to hand over to Hawthorn and he moved into second when Kling pitted and pursued Fangio relentlessly. Late in the race, drizzle forced him to slow and he held second from Trintignant, Kling finished fourth ahead of Mantovani, the last driver to travel the full race distance, getting some points for a saddened Maserati. Kling claimed the fastest lap point, just ten of the 23 qualifiers finished the gruelling race. With an elapsed time of 3 hours 45 minutes 45.8 seconds this was the longest F1 championship race in history, until the 2011 Canadian Grand Prix, which lasted just over four hours. The win pushed Fangio further ahead in the championship, now to the point where he had more than double the points of his nearest rival Gonzalez, a win in the next race at the Swiss Grand Prix could wrap up his second championship. Shared Drive – Car #1, González, then Hawthorn Drivers Championship standings Note, Only the best 5 results counted towards the Championship
1954 German Grand Prix
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Juan Manuel Fangio won the 1954 German Grand Prix driving a
Mercedes-Benz W196
1954 German Grand Prix
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Nürburgring layout
47.
1954 Swiss Grand Prix
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The 1954 Swiss Grand Prix was a Formula One motor race held at Bremgarten on 22 August 1954. It was the round of the 1954 World Drivers Championship. The 66-lap race was won by Mercedes driver Juan Manuel Fangio after he started from second position, José Froilán González finished second for the Ferrari team and Fangios teammate Hans Herrmann came in third. The Mercedes domination continued as Fangio led from start to finish, moss soon passed Gonzalez for 2nd and battled ferociously to catch Fangio. However, he was soon under pressure as Hawthorn caught him. The two duelled furiously in a superb patriotic spectacle, ended only when Mosss engine gave way, Hawthorn himself succumbed to fuel feed problems. Gonzalez thus ended in second, whilst Fangio lapped the field up to second. Hans Herrmann in the sister Mercedes took the final podium spot, the Drivers championship was to be decided at this race. With the rules in place at the time, González could not overhaul Fangios total with 2 races left and this would be the last F1 race in Switzerland. Following the 1955 Le Mans disaster the Swiss government banned all forms of motor racing, Swiss Grands Prix were subsequently held in 1975 and 1982 but both races took place in France. Pole position, José Froilán González –239.5 Fastest Lap, Juan Manuel Fangio –239.7 Fangio retook the record for the most victories from Alberto Ascari at this race, scoring his twelfth here. Although he would later score 12 more victories, he held the record from this point until 1968, last podium for Hans Herrmann Drivers Championship standings Note, Only the top five positions are included. Only the best 5 results counted towards the Championship, numbers without parentheses are Championship points, numbers in parentheses are total points scored
1954 Swiss Grand Prix
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Circuit Bremgarten track layout
48.
1954 Italian Grand Prix
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The 1954 Italian Grand Prix was a Formula One motor race held on 5 September 1954 at Monza. It was the round of the 1954 World Drivers Championship. The 80-lap race was won by Mercedes driver Juan Manuel Fangio after he started from pole position, mike Hawthorn finished second for the Ferrari team and his teammates Umberto Maglioli and José Froilán González came in third. Pole position, Juan Manuel Fangio –1,59.0 Fastest lap, luigi Musso had a shared drive in the 1953 Italian Grand Prix. Last Grand Prix appearance for, Jorge Daponte and Fred Wacker, Drivers Championship standings Note, Only the top five positions are included. Only the best 5 results counted towards the Championship, numbers without parentheses are Championship points, numbers in parentheses are total points scored
1954 Italian Grand Prix
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Autodromo Nazionale Monza layout
1954 Italian Grand Prix
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Juan Manuel Fangio in a Mercedes leads
Alberto Ascari in a Ferrari.
49.
1954 Spanish Grand Prix
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The 1954 Spanish Grand Prix was a Formula One motor race held on 24 October 1954 at Pedralbes. It was the ninth and final round of the 1954 World Drivers Championship, the 80-lap race was won by Ferrari driver Mike Hawthorn after he started from third position. Luigi Musso finished second for the Maserati team and Mercedes driver Juan Manuel Fangio came in third, the long-awaited Lancia D50s arrived-using their 90 degree V8 engine as a stiffening aid for the chassis, they were simple but brilliantly designed. Ascari immediately set the fastest practice lap and led from pole, villoresi in the fellow Lancia retired with brake trouble after just 1 lap and Ascari succumbed to clutch problems after 9 laps. Various other drivers took the lead and then spun off, Trintignant had mechanical problems. The race boiled down to a duel between Hawthorn and Fangio but the Argentine was losing oil and lost second place to Musso, Hawthorn hung on to take the win with Fangio driving well to claim the final podium position. This proved to be the last major race held at the Pedralbes street circuit, the Le Mans disaster in 1955 meant tighter safety regulations, and the spectator-lined street circuit in the Pedralbes neighborhood of Barcelona was abandoned and has not been used since. Grand Prix debut for, Ottorino Volonterio and Lancia, last Grand Prix appearance for, Prince Bira and Jacques Swaters. First points and first podium for Luigi Musso, the only time that Juan Manuel Fangio finished third in a World Drivers Championship race. Drivers Championship standings Note, Only the top five positions are included, Only the best 5 results counted towards the Championship. Numbers without parentheses are Championship points, numbers in parentheses are total points scored
1954 Spanish Grand Prix
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Circuit Pedralbes layout
Connaught Engineering
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