Ferrari Tipo 500
The Ferrari 500 was a Formula 2 racing car designed by Aurelio Lampredi and used by Ferrari in 1952 and 1953, when the World Championship was run to F2 regulations. For 1952, the FIA announced that Grand Prix races counting towards the World Championship of Drivers would be run to Formula 2 specification rather than to Formula 1, after the withdrawal of Alfa Romeo from the sport. Ferrari were the only team to have a car designed for the new formula; the car was powered by an inline four-cylinder engine, mounted behind the front axle, improving weight distribution. Alberto Ascari used the car to win his first world championship, winning all but one race with the simple 500; the race he missed was because he was driving the 4.5-litre Ferrari at the Indianapolis 500, however Ferrari won the race he was absent from as well. The following season, Ascari won his second world championship, Ferrari won all but the final race, won by Juan Manuel Fangio, back in racing after an accident which had damaged his neck.
Ascari won seven consecutive World Championship races in the 500, a record which stood until Sebastian Vettel broke it in 2013. If the 1953 Indianapolis 500 is discounted, the run is extended to nine. For the 1954 season and the return to Formula One engine regulations, Ferrari 500 chassis were modified for the new regulations with the 2.5-litre 625 engine and would win two more races, one each in 1954 and 1955, although it was not quite fast enough compared to the Mercedes-Benz W196 and Maserati 250F. Despite two new models appearing during this period the 625 was not replaced until 1956 when Ferrari began using the D50 chassis Ferrari purchased along with the Lancia Formula One team. 1 – The Constructors' World Championship did not exist before 1958. 2 – Shared Drive. Ferrari 500 at www.ddavid.com
1962 German Grand Prix
The 1962 German Grand Prix was a Formula One motor race held at the Nürburgring on 5 August 1962. It was race 6 of 9 in both the 1962 World Championship of Drivers and the 1962 International Cup for Formula One Manufacturers; the 15-lap race was won by BRM driver Graham Hill after he started from second position. John Surtees finished second for the Lola team and Porsche driver Dan Gurney came in third; the race was notable for having six different constructors taking the first six positions. After a heavy midday downpour, the race was delayed by over an hour as streams of water and mud covered parts of the track, it never dried and the race was ran in wet conditions. Graham Hill drove masterfully in the wet conditions, followed by John Surtees, proving himself a great driver, he reached third position in the championship with this race, but was not to score any more points in 1962. Gurney's Porsche had less than impressive handling but he finished third after having passed Phil Hill, whose Ferrari was doing much better than at Aintree.
Hill, had to pit with oil on his visor and retired with a broken rear suspension soon thereafter. Back after a disastrous strike had kept them out of the last two races Ferrari had shown up in force with four 156s built to different specifications. Hill had the newest version, with a six-speed transmission mounted fore of the engine. Giancarlo Baghetti drove a car with the usual transmission and finished tenth, whereas Ricardo Rodriguez drove last year's model with the 65 degree Tipo 188 engine - and got the best result of the team, with a sixth. Lorenzo Bandini used a development car, with a regular nosecone, smaller radiator, modified front and rear suspension, he crashed on while in eleventh position. Jim Clark absentmindedly forgot to turn on the fuel pump at the start, losing thirteen seconds and being in 26th place after the start. A rapid climb began, he passed no less than seventeen cars on the opening lap, he was closing in to the leaders with three to four seconds per lap, but after a few near crashes near the middle of the race he chose to ease off the pace a bit.
Clark finished ahead of Bruce McLaren in a V8 Cooper. The other V8-engined Cooper was driven in practice by Tony Maggs, but a German TV-company's camera fell off de Beaufort's Porsche in practice, causing Graham Hill and Maggs to crash and total their cars. Maggs finished ninth; the Grand Prix Drivers' Association's policy was to not carry cameras due to the safety risks, but de Beaufort was not a member. Three new cars appeared - the new BRM V8-engined Gilby, driven by Keith Greene, retired after about half the race with gearbox problems; the Belgian Maserati-engined ENB finished last. This was its only appearance, a hard worked Lucien Bianchi was only allowed to start thanks to the fact that several faster racers had not finished the minimum-required five laps. Gurney's fastest qualifying lap was 8:47.2. Most Jack Brabham's new BT3 appeared after a marathon effort by his mechanics, he spun the main bearings on the first day practice, qualified with an engine built using parts from Trevor Taylor's car.
He started the race from the rear of the field, with the Climax engine from his Lotus 24. He climbed to ninth place by the end of the first lap, but his throttle broke and he had to retire after nine laps. Nonetheless, Brabham was happy with the car the handling. Notes: Only the top five positions are included for both sets of standings. Only the best five results counted towards the Championship. Numbers without parentheses are Championship points. "Formula One World". Archived from the original on 2008-02-05. Retrieved 2008-01-16
1959 French Grand Prix
The 1959 French Grand Prix was a Formula One motor race held at Reims on 5 July 1959. It was race 4 of 9 in the 1959 World Championship of Drivers and race 3 of 8 in the 1959 International Cup for Formula One Manufacturers, it was the 37th French Grand Prix and the twelfth to be held at the Reims highway circuit and the fourth to be held on the longer and faster 8.348 km layout. The race was held over 50 laps of the eight kilometre circuit for a race distance of 417 kilometres; the race was won by British driver Tony Brooks driving a Ferrari Dino 246. Brooks dominated the race, leading all 50 laps and winning by 27 seconds over his American Scuderia Ferrari team mate Phil Hill. Brooks said after the race a sticking throttle in the closing laps made it more difficult than the result seemed. Australian driver Jack Brabham was over a minute behind in third position driving a Cooper T51 for the factory Cooper racing team after stopping to get new goggles as the circuit broke up. Race day was hot, to the point where the bitumen started to melt.
Race cars were dislodging aggregate stones as the race went on causing American Masten Gregory to retire with cuts to his face, Graham Hill to retire his Lotus 16 after his radiator was holed. Stirling Moss was disqualified from eighth position after receiving a push-start in his British Racing Partnership entered BRM P25. Moss had pushed his car hard claiming a new lap record. Jean Behra too pushed hard in his Ferrari 246, climbing into third racing against no less than four team mates at this race. Behra's engine broke under his charge and the Frenchman had a heated discussion with team manager Romolo Tavoni which ended with Behra punching Tavoni, it would be Behra's last race for Ferrari, with the Frenchman being fired for the assault. The win was the first of the season for Scuderia Ferrari and moved Brooks into second place overall, five points behind Brabham. Hill's second position moved him into third in the championship. Notes^1 – 1 point for fastest lap Notes: Only the top five positions are included for both sets of standings
Team Lotus was the motorsport sister company of English sports car manufacturer Lotus Cars. The team ran cars in many motorsport series, including Formula One, Formula Two, Formula Ford, Formula Junior, IndyCar, sports car racing. More than ten years after its last race, Team Lotus remained one of the most successful racing teams of all time, winning seven Formula One Constructors' titles, six Drivers' Championships, the Indianapolis 500 in the United States between 1962 and 1978. Under the direction of founder and chief designer Colin Chapman, Lotus was responsible for many innovative and experimental developments in critical motorsport, in both technical and commercial arenas; the Lotus name returned to Formula One in 2010 as Tony Fernandes's Lotus Racing team. In 2011, Team Lotus's iconic black-and-gold livery returned to F1 as the livery of the Lotus Renault GP team, sponsored by Lotus Cars, in 2012 the team was re-branded as Lotus F1 Team. Colin Chapman established Lotus Engineering Ltd in 1952 at Hornsey, UK.
Lotus achieved rapid success with the the 1954 Mk 8 sports cars. Team Lotus was split off from Lotus Engineering in 1954. A new Formula Two regulation was announced for 1957, in Britain, several organizers ran races for the new regulations during the course of 1956. Most of the cars entered that year were sports cars, they included a large number of Lotus 11s, the definitive Coventry Climax-powered sports racer, led by the Team Lotus entries for Chapman, driven by Cliff Allison and Reg Bicknell; the following year, the Lotus 12 appeared. Driving one in 1958, Allison won the F2 class in the International Trophy at Silverstone, beating Stuart Lewis-Evans's Cooper; the remarkable Coventry Climax-powered Type 14, the Lotus Cars production version of, the original Lotus Elite, won six class victories, plus the "Index of Performance" several times at the 24 Hours of Le Mans race. As the Coventry Climax engines were enlarged in 1952 to 2.2-litres, Chapman decided to enter Grand Prix racing, running a pair of Lotus 12s at Monaco in 1958 for Graham Hill and Cliff Allison.
These were replaced that year by Lotus 16s. In 1959 – by which time the Coventry Climax engines had been stretched to 2.5-litres – Chapman continued with front-engined F1 cars, but achieved little, so in 1960 Chapman switched to the milestone mid-engined Lotus 18. By the company's success had caused it to expand to such an extent that it had to move to new premises at Cheshunt; the first Formula One victory for Team Lotus came when Innes Ireland won the 1961 United States Grand Prix. A year earlier, Stirling Moss had recorded the first victory for a Lotus car at Monaco in his Lotus 18 entered by the independent Rob Walker Racing Team. There were successes in Formula Junior; the road car business was doing well with the Lotus Seven and the Lotus Elite and this was followed by the Lotus Elan in 1962. More racing success followed with the 26R, the racing version of the Elan, in 1963 with the Lotus Cortina, which Jack Sears drove to the British Saloon Car Championship title, a feat repeated by Jim Clark in 1964 and Alan Mann in the 1965 European Touring car Championship.
In 1963, Clark drove the Lotus 25 to a remarkable seven wins in a season and won the World Championship. The 1964 title was still for the taking by the time of the last race in Mexico but problems with Clark's Lotus and Hill's BRM gave it to Surtees in his Ferrari. However, in 1965, Clark dominated again, six wins in his Lotus 33 gave him the championship. While innovative, Chapman came under criticism for the structural fragility of his designs; the number of top drivers injured or killed in Lotus machinery was considerable – notably Stirling Moss, Alan Stacey, Mike Taylor, Jim Clark, Mike Spence, Bobby Marshman, Graham Hill, Jochen Rindt and Ronnie Peterson. In Dave Friedman's book "Indianapolis Memories 1961–1969", Dan Gurney is quoted as saying, "Did I think the Lotus way of doing things was good? No. We had several structural failures in those cars, but at the time, I felt it was the price you paid for getting something better." When the Formula One engine size increased to three litres in 1966, Lotus was caught unprepared because of the surprising failure of the Coventry Climax 1.5-Litre FWMW Flat-16 project, which prevented Climax from developing a 3-Litre successor.
They started the season fielding the hastily prepared and uncompetitive two-litre Coventry-Climax FWMV V8 engine, only switching to the BRM H16 in time for the Italian Grand Prix, with the new engine proving to be overweight and unreliable. A switch to the new Ford Cosworth DFV, designed by former Lotus employee Keith Duckworth, in 1967 returned the team to winning form. Although they failed to win the title in 1967, by the end of the season, the Lotus 49 and the DFV engine were mature enough to make the Lotus team dominant again. However, for 1968 Lotus had lost its exclusive right to use the DFV; the season-opening 1968 South African Grand Prix confirmed Lotus's superiority, with Jim Clark and Graham Hill finishing 1–2. It would be Clark's last win. On 7 April 1968, one of the most successful and popular drivers of all time, was killed driving a Lotus 48 at Hockenheim in a non-championship Formula Two event; the season saw the introduction of wings as seen on various cars, including the Chaparral sports car.
Colin Chapman introduced a spoiler on Hill's Lotus 49B at Monaco. Graham Hill won the F1 World Championship in 1968 driving the Lotus 49. Around the same time, Chapman moved Lotus to new premises at Hethel in Norfolk. A new factory was built on the site, the former RAF Hethel bomber base, the old runways were converted into a testing facility; the offices and design studios wer
1955 Belgian Grand Prix
The 1955 Belgian Grand Prix was a Formula One motor race held at Spa-Francorchamps on June 5, 1955. It was race 4 of 7 in the 1955 World Championship of Drivers; the 36-lap race was won by Mercedes driver Juan Manuel Fangio. His teammate Stirling Moss finished second and Ferrari driver Nino Farina came in third; this was the easiest of wins for Mercedes. With the absence of Lancia, there was little competition. Fangio disappeared into the distance with Moss tracking him round. Private entrant Eugenio Castellotti retired after 16 laps, Jean Behra crashed and Hawthorn's Vanwall had an oil leak; the domination of the silver cars was such that they came in over 2 minutes ahead of Farina in third place after he had lost a great deal of time attempting unsuccessfully to pass Castellotti. Notes^1 – Includes 1 point for fastest lap Shared Drive: Car #24: Roberto Mieres and Jean Behra, they shared the 2 points for fifth place. Harry Schell set a grid time but his car was driven by teammate Maurice Trintignant.
Team Lancia withdrew from Formula 1 after Alberto Ascari's fatal accident. Eugenio Castellotti was a private entrant. Drivers' Championship standingsNote: Only the top five positions are included. Steve Small - The Grand Prix Who's Who, 1996 Sheldon and Rabagliati - A Record of Grand Prix and Voiturette Racing, Volume 6, 1954-1959, 1987 James Allen on F1 - video of 1955 event Half-hour HiDef copy of contemporary film of the 1955 GP
1955 Italian Grand Prix
The 1955 Italian Grand Prix was a Formula One motor race held at Autodromo Nazionale Monza, in Monza, Italy on 11 September 1955. It was the final race of the 1955 World Championship of Drivers. In the wake of the 1955 Le Mans disaster, the championship was still open after the British Grand Prix; this meant that Fangio won the world driver's championship for the 3rd time and the 2nd time in succession. A new concrete banking had been constructed over where the original banked version was, the combined 10 km Monza circuit was used for the first time since 1933; the Curva Sud had been modified from 2 right hand corners into one sweeping right-hander known as the "Parabolica". Of the 4 factory Mercedes cars in the race and Moss drove the streamlined, closed-wheel W196's, while Kling and Taruffi drove open-wheel W196's; this was the 4th and last appearance of the streamlined Mercedes cars at a championship GP. This was the last Grand Prix race for 1950 world champion Nino Farina; this was the last Mercedes 1-2 finish until the 2014 Malaysian Grand Prix, 59 years later.
Notes^1 – 1 point for fastest lap Drivers' Championship standingsNote: Only the top five positions are included. Only the best 5 results counted towards the Championship. Numbers without parentheses are Championship points.
Emeryson was a Formula One constructor in 1956, again in 1961 and 1962. * Constructors' Championship not awarded until 1958