Formula One is the highest class of single-seater auto racing sanctioned by the Fédération Internationale de l'Automobile and owned by the Formula One Group. The FIA Formula One World Championship has been one of the premier forms of racing around the world since its inaugural season in 1950; the word "formula" in the name refers to the set of rules to which all participants' cars must conform. A Formula One season consists of a series of races, known as Grands Prix, which take place worldwide on purpose-built circuits and on public roads; the results of each race are evaluated using a points system to determine two annual World Championships: one for drivers, the other for constructors. Drivers must hold valid Super Licences, the highest class of racing licence issued by the FIA; the races must run on tracks graded "1", the highest grade-rating issued by the FIA. Most events occur in rural locations on purpose-built tracks, but several events take place on city streets. Formula One cars are the fastest regulated road-course racing cars in the world, owing to high cornering speeds achieved through the generation of large amounts of aerodynamic downforce.
The cars underwent major changes in 2017, allowing wider front and rear wings, wider tyres, resulting in cornering forces closing in on 6.5g and top speeds of up to 375 km/h. As of 2019 the hybrid engines are limited in performance to a maximum of 15,000 rpm and the cars are dependent on electronics—although traction control and other driving aids have been banned since 2008—and on aerodynamics and tyres. While Europe is the sport's traditional base, the championship operates globally, with 11 of the 21 races in the 2018 season taking place outside Europe. With the annual cost of running a mid-tier team—designing and maintaining cars, transport—being US$120 million, Formula One has a significant economic and job-creation effect, its financial and political battles are reported, its high profile and popularity have created a major merchandising environment, which has resulted in large investments from sponsors and budgets. On 8 September 2016 Bloomberg reported that Liberty Media had agreed to buy Delta Topco, the company that controls Formula One, from private-equity firm CVC Capital Partners for $4.4 billion in cash and convertible debt.
On 23 January 2017 Liberty Media confirmed the completion of the acquisition for $8 billion. The Formula One series originated with the European Grand Prix Motor Racing of the 1930s; the formula is a set of rules. Formula One was a new formula agreed upon after World War II during 1946, with the first non-championship races being held that year. A number of Grand Prix racing organisations had laid out rules for a world championship before the war, but due to the suspension of racing during the conflict, the World Drivers' Championship was not formalised until 1947; the first world championship race was held at Silverstone, United Kingdom in 1950. A championship for constructors followed in 1958. National championships existed in the UK in the 1960s and 1970s. Non-championship Formula One events were held for many years, but due to the increasing cost of competition, the last of these occurred in 1983. On 26 November 2017, Formula One unveiled its new logo, following the 2017 season finale in Abu Dhabi during the Abu Dhabi Grand Prix at Yas Marina Circuit.
The new logo replaced F1's iconic'flying one', the sport's trademark since 1993. After a hiatus in European motor racing brought about by the outbreak of World War II in 1939, the first World Championship for Drivers was won by Italian Giuseppe Farina in his Alfa Romeo in 1950, narrowly defeating his Argentine teammate Juan Manuel Fangio. However, Fangio won the title in 1951, 1954, 1955, 1956, 1957, his streak interrupted by two-time champion Alberto Ascari of Ferrari. Although the UK's Stirling Moss was able to compete he was never able to win the world championship, is now considered to be the greatest driver never to have won the title. Fangio, however, is remembered for dominating Formula One's first decade and has long been considered the "Grand Master" of Formula One; this period featured teams managed by road car manufacturers Alfa Romeo, Mercedes-Benz, Maserati. The first seasons were run using pre-war cars like Alfa's 158, they were front-engined, with narrow tyres and 1.5-litre supercharged or 4.5-litre aspirated engines.
The 1952 and 1953 World Championships were run to Formula Two regulations, for smaller, less powerful cars, due to concerns over the paucity of Formula One cars available. When a new Formula One, for engines limited to 2.5 litres, was reinstated to the world championship for 1954, Mercedes-Benz introduced the advanced W196, which featured innovations such as desmodromic valves and fuel injection as well as enclosed streamlined bodywork. Mercedes drivers won the championship for two years, before the team withdrew from all motorsport in the wake of the 1955 Le Mans disaster. An era of British dominance was ushered in by Mike Hawthorn and Vanwall's championship wins in 1958, although Stirling Moss had been at the forefront of the sport without securing the world title. Between Hawthorn, Jim Clark, Jackie Stewart, John Surtees and Graham Hill, British drivers won nine Drivers' Championships and British teams won fourteen Constructors' Championsh
1953 Belgian Grand Prix
The 1953 Belgian Grand Prix was a Formula Two race held on 21 June 1953 at Circuit de Spa-Francorchamps. It was race 4 of 9 in the 1953 World Championship of Drivers, run to Formula Two rules in 1952 and 1953, rather than the Formula One regulations used; the 36-lap race was won by Ferrari driver Alberto Ascari. 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 teams headed to the Circuit de Spa-Francorchamps in Belgium. Ferrari were once again unchanged from the previous race, retaining the lineup of Alberto Ascari, Nino Farina, Luigi Villoresi and Mike Hawthorn, while there were privateer Ferraris for Louis Rosier and the Ecurie Francorchamps duo of Jacques Swaters and Charles de Tornaco; 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. Jean Behra, whose injuries prevented his participation at Zandvoort, returned for Gordini alongside Maurice Trintignant, the American pairing of Harry Schell and Fred Wacker, while HWM called on the services of Paul Frère in their third car in addition to regulars Peter Collins and Lance Macklin; 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 Maseratis were capable of matching the Ferraris for sheer speed – Juan Manuel Fangio put in a record-shattering practice lap of 117 mph, breaking Ascari's run of five consecutive pole positions. 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, Trintignant in the leading Gordini.
Toulo de Graffenried, in his own Maserati, out-qualified the fourth works Maserati of Johnny Claes, with both starting from row four, while the remaining Gordinis were split between the fifth and sixth rows of the grid. 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 minute's lead, but it had taken its toll on his engine which expired, leaving Fangio half a minute clear. On lap 13, it was the other Argentine's turn to fall prey to engine troubles and so Ascari inherited the lead ahead of Farina, before his race was ended by engine problems, handing second place to Hawthorn, while Marimón and Villoresi were third and fourth, respectively. Engine problems for Marimón allowed Villoresi to move up to third on lap 28, a fuel leak for Hawthorn meant that Villoresi inherited second place on the following lap. Shortly after his own car had retired, Fangio took over Claes's, made something of a charge through the field: before Fangio retired on lap 14, Claes had been in ninth.
However, Fangio crashed on the final lap of the race, giving his teammate Onofre Marimón his first podium position in the process. The remaining points were taken by the privateer Maserati of de Graffenried and the Gordini of Trintignant, while Hawthorn, in sixth place, just missed out. Alberto Ascari, who had taken his ninth consecutive World Championship victory had a large lead in the points standings, he was twelve points ahead of his teammate Villoresi, while Bill Vukovich, who won at Indianapolis, was third. González, who took the fastest lap point for this race, now had seven points, putting him eighteen points behind Ascari, the remaining Ferraris of Farina and Hawthorn only had six points each. ^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. Notes^1 – 1 point for fastest lap Shared Drives: ^2 Car #6: Johnny Claes and Juan Manuel Fangio. Drivers' Championship standingsNote: Only the top five positions are included
1953 Dutch Grand Prix
The 1953 Dutch Grand Prix was a Formula Two race held on 7 June 1953 at the Circuit Zandvoort. It was race 3 of 9 in the 1953 World Championship of Drivers, run to Formula Two rules in 1952 and 1953, rather than the Formula One regulations used; the 90-lap race was won by Ferrari driver Alberto Ascari. His teammate Nino Farina finished second and Maserati drivers José Froilán González and Felice Bonetto came in third The Dutch Grand Prix, held in August the previous year, moved to an earlier June calendar slot in 1953. Ferrari retained the same four drivers who had competed at Buenos Aires—Alberto Ascari, Luigi Villoresi, Nino Farina and Mike Hawthorn—while there was a privateer Ferrari for Frenchman Louis Rosier; the Scuderia's most significant competition came from the Maserati team, who came to Zandvoort with three of their four drivers from the Argentine Grand Prix: Juan Manuel Fangio, José Froilán González and Felice Bonetto. Swiss driver Toulo de Graffenried raced in a privateer Maserati for Enrico Platé's team.
Gordini 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 team's third car; the Connaught works team retained Kenneth McAlpine and Stirling Moss from their lineup for the previous European race, the Italian Grand Prix, while fellow British driver Roy Salvadori drove for the team, Johnny Claes entered a privateer Connaught. HWM stuck with the drivers who had competed for them in Monza—Peter Collins and Lance Macklin—while Ken Wharton completed the field in his privateer Cooper-Bristol. Ascari took his fifth consecutive pole position, he was joined on the front row by Fangio in his Maserati and the second Ferrari of Farina. Villoresi in the third Ferrari started from the second row, alongside the Maserati of González, while the third row consisted of Hawthorn in the remaining works Ferrari and a pair of privateers—de Graffenried in a Maserati and Rosier in his Ferrari; the final works Maserati of Bonetto could only manage to qualify on the fifth row of the grid, starting from thirteenth.
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, while the main competition for second place was between his teammates Farina and Villoresi. Farina 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 however, he took over his teammate Felice Bonetto's 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 final points position in fifth, his first points since the 1951 Swiss Grand Prix. Ascari's eight consecutive World Championship race victory gave him a clear lead in the points standings, he was eight points clear of Bill Vukovich, the winner at Indianapolis, while his nearest genuine rivals for the Drivers' Championship were his teammates Villoresi and Farina, who were in third and fourth, respectively.
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 due to drive the #22 Gordini, due to injuries suffered at the non-championship Pau Grand Prix, he was unable to participate, so was replaced by Roberto Mieres. ^3 — Fred Wacker neither set a qualifying time nor started the race, as his engine was used by Harry Schell. Notes^1 – 1 point for fastest lap Shared Drives: Car #16: Felice Bonetto and José Froilán González, they shared the points for 3rd place. Grand Prix debut for Roberto Mieres. Drivers' Championship standingsNote: Only the top five positions are included
1952 Indianapolis 500
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 and was race 2 of 8 in the 1952 World Championship of Drivers. Troy Ruttman won the race for car owner J. C. Agajanian. Ruttman, aged 22 years and 80 days, set the record for the youngest 500 winner in history, it was the last dirt track car to win at Indy. Ruttman's win saw him become the youngest winner of a World Drivers' Championship race, a record he would hold for 51 years until the 2003 Hungarian Grand Prix when Spanish driver Fernando Alonso won at the age of 22 years and 26 days. Bill Vukovich led 150 laps, 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, Ferrari entered the race with Alberto Ascari; the effort gained considerable attention. It was the only World Championship race in 1952 that Ascari did not win.
Fifth place finisher Art Cross was voted the Rookie of the Year. Though at least one rookie starter was in the field every year dating back to 1911, this was the first time the now-popular award was designated. Time trials was scheduled for four days. Saturday May 17 – Pole Day time trials Sunday May 18 – Second day time trials Saturday May 24 – Third day time trials Sunday May 25 – Fourth day time trials Monday May 26 – Fifth day time trials Notes^1 – 1 point for fastest lead lap Pole position: Fred Agabashian – 4:20.85 Agabashian's Cummins Diesel Special was the first entry in the Indianapolis 500 to be powered by a turbocharged engine. Gear-driven centrifugal blowers known as "superchargers" had been used since the 1920s to increase the volumetric efficiency and power output of racing engines, but the Cummins Diesel was the first to make use of the "free" energy contained in the engine exhaust stream to drive a turbine wheel connected to a centrifugal blower. Fastest Lead Lap: Bill Vukovich – 1:06.60 As of 2015, Troy Ruttman remains the youngest driver to win the Indianapolis 500, at 22 years and 80 days.
Ruttman 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 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 and the title. 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, featured a crew that consisted of WIBC talent. WIBC landed exclusive rights of the broadcast in the Indianapolis market, which would draw the ire of the other major stations in the area. In years, the broadcast would be carried on all five stations inside the city.
Sid Collins served as booth announcer. Jim Shelton was among the turn reporters, reporting from turn 4. Gordon Graham reported from victory lane. Like previous years, the broadcast featured live coverage of the start, the finish, 15-minute live updates throughout the race. At least twenty stations around the county picked up the broadcast. World Drivers' Championship standingsNote: 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 Camp's Pork & Beans Presents: Great Moments From the Indy 500 – Fleetwood Sounds, 1975
1954 Formula One season
The 1954 Formula One season was eighth season of FIA Formula One motor racing. It featured 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, won races, for both Maserati and Mercedes-Benz over the course of the series. 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 2.5 litre unsupercharged engines for 1954, Mercedes re-entered grand prix racing for the first time since the Second World War at the French Grand Prix with a streamlined single seater which Fangio and Karl Kling took to a 1–2 win. Fangio's French success had come after switching from the Maserati team, with whom he had won the first two Grands Prix of the season. Although the streamlined, closed-wheel body proved unsuitable for Silverstone, Mercedes produced a more conventional open-wheel body for the Nürburgring race.
Reigning champion Alberto Ascari had a less successful switch of teams, choosing to leave Ferrari for the newly formed Lancia team. Lancia's car, the D50, was not ready until the final World Championship race, meaning he had to sit out most of his title defence. 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 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 Marimón 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, for cars complying with AAA National Championship regulations, counted towards the 1954 AAA Championship.
The Dutch Grand Prix was supposed to be held at Zandvoort but there was no money for the race to be held, it was cancelled. 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; 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
1950 Indianapolis 500
The 34th International 500-Mile Sweepstakes was held at the Indianapolis Motor Speedway on Tuesday, May 30, 1950. The event was part of the 1950 AAA National Championship Trail, it was race 3 of 7 in the 1950 World Championship of Drivers and paid points towards the World Championship. The event, did not attract any European entries for 1950. Giuseppe Farina planned to enter, but his car never arrived; the Indianapolis 500 would be included on the World Championship calendar through 1960. The race was scheduled for 200 laps, but was stopped after 138 laps due to rain. A rumor circulated in racing circles during and after this race that Johnnie Parsons's team discovered an irreparable crack in the engine block on race morning; the discovery precipitated Parsons to charge for the lap leader prizes. He set his sights on leading as many laps as possible before the engine was to fail. Furthermore, the race ending early due to rain saved Parsons's day allowing him to secure the victory before the engine let go.
However, the engine block crack was proved to be an urban myth, it was said to be a minor but acceptable level of porosity, which did not affect the performance. Parsons's win saw him score 9 points move to equal first in the first World Drivers' Championship alongside Giuseppe Farina and Juan Manuel Fangio, saw him become the first American to win a World Championship race. Despite the 500 being his only race in the 1950 World Championship, it would be enough to see him finish 6th in points. During the month, Clark Gable and Barbara Stanwyck were at the track to film scenes for the film To Please a Lady. Stanwyck was on hand in victory lane after the race for the traditional celebratory kiss to the winner. Time trials was scheduled for six days. Saturday May 13: Walt Faulkner won the pole position with a record run of 134.343 mph. Sunday May 14 Saturday May 20: The third day of time trials saw six cars complete runs. Bayliss Levrett was the fastest of the afternoon. Charles Van Acker was ruled physically disqualified, after a crash he suffered at the Speedway from 1949.
Sunday May 21 Saturday May 27: The day began with 11 spots open in the grid. Sunday May 28: Only one driver managed to bump his way into the field. Johnny McDowell bumped Cliff Griffith; the two Novi entries failed to qualify – Chet Miller had engine trouble in one of the cars, while the other snapped a supercharger shaft. Rain and two crashes cut the track time to less than three hours. Cy Marshall was among the few left in line when time trials closed at 6 p.m. Notes^1 – Includes 1 point for fastest lead lap = past winner = rookie Pole position: Walt Faulkner – 4:27.97 Fastest Lead Lap: Johnnie Parsons – 1:09.77 Shared drivers: Joie Chitwood and Tony Bettenhausen, after Bettenhausen retired. Points for 5th position were shared between the drivers. Henry Banks and Fred Agabashian Bayliss Levrett and Bill Cantrell First win for Firestone in the World Championship. World Drivers' Championship standingsNote: Only the top five positions are listed. Only the best 4 results counted towards the Championship.
The race was carried live on the precursor to the IMS Radio Network. The broadcast was sponsored by Perfect Circle Piston Bill Slater served as the anchor. Sid Collins moved into the booth for the first time to serve as analyst, conducted the victory lane interview at the conclusion of the race; the broadcast feature live coverage of the start, the finish, live updates throughout the race. Prior to the race, it was reported. WIBC personality Sid Collins was named as a replacement, Slater was able to arrive in time for race day. Collins, who had served as a turn reporter, was invited to be the co-anchor in the booth. For the first time, Collins interviewed the winner in victory lane at the conclusion of the race. Collins claims he burned his trousers on Parsons's hot exhaust pipe during the interview, which took place in the rain; because the race was shortened, Mutual had to interrupt Queen For A Day to cover the finish of the abbreviated event. This was cited by some as a reason why the Speedway would begin flag-to-flag coverage in 1953.
The race was carried live for the second year in a row on local television on WFBM-TV channel 6 of Indianapolis. Earl Townsend, Jr. was the announcer, along with Paul Roberts. After the race, Speedway management disallowed WFBM from broadcasting the race live again, feeling that gate attendance had been negatively affected. Indianapolis 500 History: Race & All-Time Stats – Official Site 1950 Indianapolis 500 Radio Broadcast, Mutual Van Camp's Pork & Beans Presents: Great Moments From the Indy 500 – Fleetwood Sounds, 1975 1950 Indianapolis 500 at RacingReference.info