Carlo Felice Trossi
Count Carlo Felice Trossi was an Italian racecar driver and auto constructor. During his career, he raced for three different teams: Mercedes-Benz, Alfa Romeo and Maserati, he won the 1948 Swiss Grand Prix. Trossi backed one of the most unusual Grand Prix cars, the Trossi-Monaco of 1935, it featured a 16-cylinder, two-stroke cycle, two-row radial, air-cooled engine and an aircraft-like body designed by Augusto Monaco. The car never raced in a Grand Prix event. Trossi had many exciting hobbies: racing airplanes in addition to cars, he was the president of the Scuderia Ferrari in 1932. Enzo Ferrari said of him "He was a great racer but never wanted to make the effort to reach a dominant position and I remember him with emotion since he was one of the first to believe in my scuderia of which he was a part". Trossi was born in Italy. Due to a brain tumor, he died in Milan at only 41 years of age
Alfa Romeo P3
The Alfa Romeo P3, P3 monoposto or Tipo B was a classic Grand Prix car designed by Vittorio Jano, one of the Alfa Romeo 8C models. The P3 was first genuine single-seat Grand Prix racing car and Alfa Romeo's second monoposto after Tipo A monoposto, it was based on the earlier successful Alfa Romeo P2. Taking lessons learned from that car, Jano went back to the drawing board to design a car that could last longer race distances; the P3 was the first genuine single seater racing car, was powered by a supercharged eight-cylinder engine. The car was light for the period, weighing just over 1,500 lb despite using a cast iron engine block; the P3 was introduced in June, halfway through the 1932 Grand Prix season in Europe, winning its first race at the hands of Tazio Nuvolari, going on to win 6 races that year driven by both Nuvolari and Rudolf Caracciola, including all 3 major Grands Prix in Italy and Germany. The 1933 Grand Prix season brought financial difficulties to Alfa Corse so the cars were locked away and Alfa attempted to rest on their laurels.
Enzo Ferrari had to run his breakaway'works' Alfa team as Scuderia Ferrari, using the older, less effective Alfa Monzas. Alfa procrastinated until August and missed the first 25 events, only after much wrangling was the P3 handed over to Scuderia Ferrari. P3s won six of the final 11 events of the season including the final 2 major Grands Prix in Italy and Spain; the regulations for the 1934 Grand Prix season brought larger bodywork requirements, so to counteract this the engine was bored out to 2.9 litres. Louis Chiron won the French Grand Prix at Montlhery, whilst the German Silver Arrows dominated the other four rounds of the European Championship; however the P3s won 18 of all the 35 Grands Prix held throughout Europe. By the 1935 Grand Prix season the P3 was hopelessly uncompetitive against the superior German cars in 6 rounds of the European Championship, but that didn't stop one final, legendary works victory; the P3 was bored out to 3.2 litres for Nuvolari for the 1935 German Grand Prix at the Nürburgring, in the heartland of the Mercedes and Auto-Union empire.
In the race, Nuvolari punctured a tyre early on while leading, but after the pitstop he carved through the field until the last lap when Manfred von Brauchitsch, driving the far superior Mercedes Benz W25 suffered a puncture, leaving Nuvolari to win the race in front of 300,000 stunned Germans. The P3's agility and versatility enabled it to win 16 of the 39 Grands Prix in 1935; the P3 had earned its place as a great racing car. 1932: Tazio Nuvolari, Rudolf Caracciola, Giuseppe Campari, Baconin Borzacchini 1933: Louis Chiron, Luigi Fagioli, Giuseppe Campari 1934: Achille Varzi, Louis Chiron, Guy Moll, Brian E. Lewis, Carlo Felice Trossi, Gianfranco Comotti 1935: Tazio Nuvolari, Raymond Sommer, Louis Chiron, Comte George de Montbressieux, Richard Shuttleworth, René Dreyfus, Vittorio Belmondo, Mario Tadini, Antonio Brivio, Guido Barbieri, Pietro Ghersi, Renato Balestrero 1936: Raymond Sommer, "Charlie" Martin, José Padierna de Villapadierna, Giovanni Battaglia, Clemente Biondetti, Austin Dobson Profile of P3 at Grand Prix History The Golden Age by Leif Snellman Results Tables by Quintin Cloud
Baconin Borzacchini was an Italian Grand Prix motor racing driver referred to as Mario Umberto Borzacchini. Born Baconino Francesco Domenico Borzacchini in Terni in the Umbria region of Italy, at age 14 he began working in a garage, training as a repairman. After service in the army during World War I, he began racing motorcycles before turning to automobile competitions in 1926. During the next two years he won six Italian hillclimbing events driving a Salmson, he earned victories at three significant Italian races including the Etna Cup at Catania and the 1100cc class at the 1926 and 1927 Targa Florio where he beat fellow up-and-comer Luigi Fagioli. Borzacchini's success led to an offer to join the Maserati racing team and driving for them, he won the 1927 Terni-Passo della Somma and the Coppa della Collina Pistoiese." In 1928 he drove a Maserati to first place in the Coppa Gallenga hillclimb at Rocca di Papa. On 28 September 1929, Baconin Borzacchini set a new flying 10-kilometre land speed record of 246.069 km/h in a Maserati V4.
That same year, he finished second in the Tripoli Grand Prix. In 1930, under the fascist regime of Italian dictator Benito Mussolini, Borzacchini was pressured into racing under the Italian name, Mario Umberto, rather than his birth name of Baconin, based on that of Russian revolutionary anarchist, Mikhail Bakunin, who his parents had admired. Maserati entered the 1930 Indianapolis 500. Designed with a swept-back aerodynamic front end, a radical innovation unheard of at the time but commonplace today, it was felt that Borzacchini had a good chance to capture the prestigious American event. Magneto problems forced him out of the race after just three laps; however and his Maserati claimed victory at the 1930 Tripoli Grand Prix and won another hillclimbing event, the Pontedecimo-Giovi at Genoa. In 1931 he signed to drive Alfa Romeos for Scuderia Ferrari where he became a great friend of team-mate Tazio Nuvolari. Although he won the Circuito di Avellino, Baconin Borzacchini's season was dogged by both bad luck and the brilliance of Nuvolari.
He finished second at the Targa Florio, the Grand Prix of Monza, the Italian and French Grands Prix. At the 1932 French Grand Prix and the Coppa Ciano, driving the new Alfa Romeo P3 Borzacchini finished second behind team mate Nuvolari and third at Germany's Großer Preis von Deutschland. However, with co-driver Amadeo Bignami, he won the gruelling Mille Miglia and wound up the 1932 season finishing second overall to Nuvolari for the European Drivers Championship; when Alfa Romeo decided to withdraw from racing after the 1932 season and sold its cars to Enzo Ferrari, Borzacchini rejoined the Maserati team. United with Luigi Fagioli and Giuseppe Campari, in March 1933 he picked up where he had left off the previous year, finishing second to Nuvolari at the Grand Prix of Tunisia. In April he took another second at the Monaco Grand Prix, this time to the Bugatti of Achille Varzi and earned a third-place finish at the Avusrennen in Germany won by Varzi. At the 1933 Targa Florio, held at the Circuito Piccolo delle Madonie, Borzacchini set the pace with the fastest lap but an accident forced him out of the race.
10 September 1933 at the Autodromo Nazionale Monza was one of the blackest days in racing history. The Italian Grand Prix was held in the morning without serious incident, was won by Luigi Fagioli. In an effort by the organizers to attract the largest possible crowd, another event called the Monza Grand Prix, using only the banked oval circuit, was staged in the afternoon. On a track dampened by a light drizzle, Borzacchini was vying with his team-mate Giuseppe Campari for the lead when Campari's vehicle slid on a patch of oil and crashed over the top of the banking and went into the trees, killing him. Borzacchini tried unsuccessfully to avoid the oil, his car spun down to the infield and rolled over. Borzacchini was taken to the hospital, where he died that day. After race officials restarted the event the third tragedy of the day occurred when the car of Polish driver Count Stanislas Czaykowski blew the engine, caught fire and crashed at the same location, burning him to death. During his years of racing, Baconin Borzacchini participated in more than one hundred events.
Although his number of victories is less than some of the other Italian racing notables, he was much loved and respected by his countrymen. In his honor, the circuit in Magione in the Province of Perugia in Umbria, not far from where he was born, was named the "Autodromo Mario Umberto Borzacchini". Baconin Borzacchini is interred in the local cemetery in his native Terni. Camaiore Circuit 1926 Targa Florio 1926, 1927 Etna Cup 1928 Tripoli Grand Prix 1930 Coppa Principe di Piemonte 1931 Mille Miglia 1932 Notes^1 – Borzacchini was co-driver with Nuvolari at the Italian GP, Campari at the French GP and Nuvolari at the Belgian GP, therefore rules excluded him from the championship. Official site
Isle of Man
The Isle of Man, sometimes referred to as Mann, is a self-governing British Crown dependency in the Irish Sea between Great Britain and Ireland. The head of state is Queen Elizabeth II, who holds the title of Lord of Mann and is represented by a lieutenant governor. Defence is the responsibility of the United Kingdom; the island has been inhabited since before 6500 BC. Gaelic cultural influence began in the 5th century AD, the Manx language, a branch of the Gaelic languages, emerged. In 627, Edwin of Northumbria conquered the Isle of Man along with most of Mercia. In the 9th century, Norsemen established the Kingdom of the Isles. Magnus III, King of Norway, was King of Mann and the Isles between 1099 and 1103. In 1266, the island became part of Scotland after being ruled by Norway. After a period of alternating rule by the kings of Scotland and England, the island came under the feudal lordship of the English Crown in 1399; the lordship revested into the British Crown in 1765, but the island never became part of the 18th-century Kingdom of Great Britain or its successors the United Kingdom of Great Britain and Ireland and the present-day United Kingdom.
It retained its internal self-government. In 1881, the Isle of Man parliament, became the first national legislative body in the world to give women the right to vote in a general election, although this excluded married women. In 2016, the Isle of Man was awarded biosphere reserve status by UNESCO. Insurance and online gambling generate 17% of GNP each, followed by information and communications technology and banking with 9% each. Internationally, the Isle of Man is best known for the Isle of Man TT competition; the Manx name of the Isle of Man is Ellan Vannin: ellan is a Manx word meaning "island". The short form used in English, Mann, is derived from the Manx Mannin, though sometimes the name is written as Man; the earliest recorded Manx form of the name is Mana. The Old Irish form of the name is Mano. Old Welsh records named it as Manaw reflected in Manaw Gododdin, the name for an ancient district in north Britain along the lower Firth of Forth; the oldest known reference to the island calls it Mona, in Latin.
Latin references have Mevania or Mænavia, Eubonia or Eumonia by Irish writers. It is found in the Sagas of Icelanders as Mön; the name is cognate with the Welsh name of the island of Anglesey, Ynys Môn derived from a Celtic word for'mountain', from a Proto-Celtic *moniyos. The name was at least secondarily associated with that of Manannán mac Lir in Irish mythology. In the earliest Irish mythological texts, Manannán is a king of the otherworld, but the 9th-century Sanas Cormaic identifies a euhemerised Manannán as "a famous merchant who resided in, gave name to, the Isle of Man". A Manannán is recorded as the first king of Mann in a Manx poem; the island was cut off from the surrounding islands around 8000 BC, but was colonised by sea some time before 6500 BC. The first residents were fishermen. Examples of their tools are kept at the Manx Museum; the Neolithic Period marked the beginning of farming, megalithic monuments began to appear, such as Cashtal yn Ard near Maughold, King Orry's Grave at Laxey, Meayll Circle near Cregneash, Ballaharra Stones at St John's.
There were the local Ronaldsway and Bann cultures. During the Bronze Age, burial mounds became smaller. Bodies were put in stone-lined graves with ornamental containers; the Bronze Age burial mounds created long-lasting markers around the countryside. The ancient Romans knew of the island and called it Insula Manavia although it is uncertain whether they conquered the island. Around the 5th century AD, large-scale migration from Ireland precipitated a process of Gaelicisation evidenced by Ogham inscriptions, giving rise to the Manx language, a Goidelic language related to Irish and Scottish Gaelic. Vikings arrived at the end of the 8th century, they introduced many land divisions that still exist. In 1266 King Magnus VI of Norway ceded the islands to Scotland in the Treaty of Perth. In 1290 King Edward I of England sent Walter de Huntercombe to take possession of Mann, it remained in English hands until 1313, when Robert Bruce took it after besieging Castle Rushen for five weeks. A confused period followed when Mann was sometimes under English rule and sometimes Scottish, until 1346, when the Battle of Neville's Cross decided the long struggle between England and Scotland in England's favour.
English rule was delegated to a series of magnates. The Tynwald passed laws concerning the government of the island in all respects and had control over its finances, but was subject to the approval of the Lord of Mann. In 1866, the Isle of Man obtained limited home rule, with democratic elections to the House of Keys, but an appointed Legislative Council. Since democratic government has been extended; the Isle of Man has designated more than 250 historic sites as registered buildings. The Isle of Man is located in the middle of t
Dorothy Wyndham Paget was a British racehorse owner and sponsor of motor racing. Paget was the daughter of Lord Queenborough and Pauline Payne Whitney of the American Whitney family, she was a cousin of Jock Whitney, owner of the dual Cheltenham Gold Cup winner Easter Hero and latterly American Ambassador in London, granddaughter of William C. Whitney, a wealthy American businessman and racehorse owner. Paget was educated at Heathfield School, Berkshire, she lived for the most part in Hermit's Wood, Nightingales Lane, Chalfont St. Giles, England. Dorothy Paget's mother was a member of the New York Whitney family who are one of the most prominent Thoroughbred horse racing and breeding families in American racing history. Paget too owned a stable of Thoroughbreds as well as the Ballymacoll Stud breeding farm in County Meath, Ireland, her horses won a total of 1,532 races in both hurdling. She was the British flat racing Champion Owner in 1943, the year her horse Straight Deal won The Derby, she was leading National Hunt owner in 1933–34, 1940–41 and 1951–52.
She owned seven Cheltenham Gold Cup winners, Golden Miller five times, 1932–1936 inclusive, Roman Hackle in 1940 and Mont Tremblant in 1952. Her four Champion Hurdle winners were Insurance in 1932 and 1933, Solford in 1940 and Distel in 1946. Golden Miller provided her with her solitary victory in the Grand National in 1934, still the only occasion any horse has won the two major prizes of British steeplechasing in the same season. Although Dorothy Paget spent today's equivalent of many millions of pounds on bloodstock, Golden Miller and Insurance were by far the best known of her horses, they were purchased from Mr. Phillip Carr for 12,000 guineas for both of them, her Derby winner, Straight Deal, was home bred and sire of the Champion Hurdle winner of 1957, Merry Deal, it was at her Ballymacoll Stud that Arkle was foaled. On her death in 1960, Ballymacoll Stud was acquired by the English industrialist, Sir Michael Sobell, she is still said to be there by many. A great character who could be discreetly kind to her staff.
Her many trainers, seventeen or eighteen in all, included Basil Briscoe, Owen Anthony, Frenchie Nicholson, Fulke Walwyn, Walter Nightingall, Henri Jelliss, Sir Gordon Richards and, for a brief period, Fred Darling. She was considered a notoriously difficult owner phoning her trainer in the middle of the night, she famously, publicly fell out with Basil Briscoe after Golden Miller's repeated failure to win a second Grand National, despite it being clear that the horse despised the Aintree course. She threw a screaming fit at Fulke Walwyn after the trainer could'only' deliver five winners of a six race card. In her early years Dorothy Paget hunted enthusiastically. At the outbreak of war in 1939 and for some five years the two biggest racecourse gamblers, as opposed to professional backers, were both women; the other was Mrs. J. V. Rank who, like Dorothy Paget, had a number of horses in training but nothing like so many. Neither would hesitate to have £ 10,000 or more on their horses. In the late 1920s financed the team of supercharged Bentleys created by Sir Henry Birkin, a member of the Nottingham lace family.
Paget is notably responsible for financing an old age home for Russian émigrés at Château de la Cossonnerie as well as the Sainte-Geneviève-des-Bois Russian Cemetery in France. Dorothy Paget took profound interest in the fate of the Russian refugees after having attended a finishing school in Paris founded by Elena Orlov and sister Princess Vera Meshchersky. Vera's niece, "Olili" was Dorothy's beloved, long-time companion and with her, managed the breeding and training programs of Paget's racing stables, it was Dorothy Paget who purchased the plot for the cemetery, where such notable Russians as Ivan Bunin, Andrei Tarkovsky, Rudolf Nureyev were buried. She saw to it that the residents of the old-age home "were supplied with turkey and plum pudding at Christmas time". There is a street named after her: Rue Miss Paget in Sainte-Geneviève-des-Bois. Dorothy Paget lived an eccentric lifestyle at home, spending most of the day in bed and rising at night. Most bookmakers employed a member of staff to be on the phone at night to take bets from Miss Paget and allowed her to place bets on races that had taken place the previous day purely on her oath that she did not know the result.
Her honesty in this regard was noted by the fact the majority of the horses she backed were known by the bookmaker to have been beaten. In return however the bookmakers always honoured the occasions where she selected horses they knew to have won, she assigned her staff different colours, with the exception of green, which she despised, would use the colours in place of their names when speaking to them or of them. Paget died of heart failure on 9 February 1960. Gilbey, Quintin. Queen of the turf. London, Arthur Barker, 3-160 p. illus. 22 cm. ISBN 978-0-213-16435-5 Hermione, Countess of Ranfurly; the Ugly One. London, Michael Joseph, ISBN 0-7181-4333-7. Dorothy Paget's Bio on t
A riding mechanic was a mechanic that rode along with a race car during races, and, tasked with maintaining and repairing the car during the race. The various duties included manually pumping oil and fuel, checking tire wear, observing gauges, massaging the driver's hands, they communicated with the pits and spotted from inside the car. If the car ran out of fuel, or otherwise broke down, the riding mechanic was responsible for running back to the pits to fetch fuel or the necessary spare parts. Riding mechanics were referred to by the term mechanician; the position is associated with the early years of Championship car racing and the Indianapolis 500. Riding mechanics were used by most cars in the Indianapolis 500 from 1911 to 1922, again from 1930 to 1937. In the first 500, driver Ray Harroun notably drove solo, the only car in the field without a riding mechanic, he famously affixed a rear-view mirror to the car. Harroun is famously regarded as the first driver to utilize a rear view mirror on a race car, however, he said he got the idea from seeing a mirror used for the same purpose on a horse-drawn vehicle in 1904.
Starting in 1912, the AAA Contest Board declared that riding mechanics were made mandatory for all races of 100 miles or longer. In 1923 riding mechanics were made optional, only one team utilized them, they were made mandatory once again. From 1938 on, they were again declared optional, but no teams in the starting field used one again. In the years following WWII, nearly all two-man cars had been parked, or converted to single-seaters. Riding mechanics were not formally written out of the rule book until 1964; the mechanics sat in a passenger seat to the outside of the driver, a precarious position close to the retaining wall. Some cars, did have the positions reversed, with the riding mechanic on the inside. Due to the close quarters, many were of short stature and small build; some notable riding mechanics are Harry Holcomb, Robert Bandini, Monk Jordan. The last living Indy 500 riding mechanic Joseph F. Kennelly died in September 2011. A small handful of riding mechanics were drivers of their own right.
Two-time Indianapolis 500 winner Jimmy Murphy started his racing career as a riding mechanic. Pete DePaolo and Kelly Petillo served as mechanicians. While accurate records are incomplete and spotty overall, the identification of riding mechanics from the history of the Indianapolis 500 is complete and reliable. Riding mechanics were required in the classic era of grand prix. Riding mechanics were banned in Europe after the death of Tom Barrett in 1924. In 1911, riding mechanics were optional, the race-winning entry did not utilize one. In 1919 Leo Banks replaced the listed Maurice Becker. Becker was disallowed by his family from participating in the race. From 1923 to 1929, riding mechanics were optional, in each of those years, the winning entry did not utilize one. Starting in 1938, riding mechanics were once again optional, were not utilized by any of the competitors. List of fatal accidents involving riding mechanics List of fatal accidents involving riding mechanics at the Indianapolis Motor Speedway Co-driver Forgotten Heroes of the Speedways: The Riding Mechanics, by John E. Blazier and Tom Rollings, 1994
Scuderia Ferrari S.p. A. is the racing division of luxury Italian auto manufacturer Ferrari and the racing team that competes in Formula One racing. The team is nicknamed "The Prancing Horse", with reference to their logo, it is the oldest surviving and most successful Formula One team, having competed in every world championship since the 1950 Formula One season. The team was founded by Enzo Ferrari to race cars produced by Alfa Romeo, though by 1947 Ferrari had begun building its own cars. Among its important achievements outside Formula One are winning the World Sportscar Championship, 24 Hours of Le Mans, 24 Hours of Spa, 24 Hours of Daytona, 12 Hours of Sebring, Bathurst 12 Hour, races for Grand tourer cars and racing on road courses of the Targa Florio, the Mille Miglia and the Carrera Panamericana; as a constructor, Ferrari has a record 16 Constructors' Championships, the last of, won in 2008. Alberto Ascari, Juan Manuel Fangio, Mike Hawthorn, Phil Hill, John Surtees, Niki Lauda, Jody Scheckter, Michael Schumacher and Kimi Räikkönen have won a record 15 Drivers' Championships for the team.
Since Räikkönen's title in 2007 the team narrowly lost out on the 2008 drivers' title with Felipe Massa and the 2010 and 2012 drivers' titles with Fernando Alonso. Michael Schumacher is the team's most successful driver. Joining the team in 1996 and departing in 2006 he won five drivers' titles and 72 Grands Prix for the team, his titles came consecutively between 2000 and 2004, the team won consecutive constructors' title from 1999 until the end of 2004. Sebastian Vettel and Charles Leclerc are the two main race drivers; the team is known for its passionate support base known as the tifosi. The Italian Grand Prix at Monza is regarded as the team's home race; the Scuderia Ferrari team was founded by Enzo Ferrari on 16 November 1929 and became the racing team of Alfa Romeo and racing Alfa Romeo cars. In 1938, Alfa Romeo management made the decision to re-enter racing under its own name, establishing the Alfa Corse organisation, which absorbed what had been Scuderia Ferrari. Enzo Ferrari disagreed with this change in policy and was dismissed by Alfa in 1939.
The terms of his leaving forbade him from motorsport for a period of four years. In 1939, Ferrari started work on a racecar of his own, the Tipo 815; the 815s, designed by Alberto Massimino, were thus the first Ferrari cars. World War II put a temporary end to racing, Ferrari concentrated on an alternative use for his factory during the war years, doing machine tool work. After the war, Ferrari recruited several of his former Alfa colleagues and established a new Scuderia Ferrari, which would design and build its own cars; the team was based in Modena from its pre-war founding until 1943, when Enzo Ferrari moved the team to a new factory in Maranello in 1943, both Scuderia Ferrari and Ferrari's roadcar factory remain at Maranello to this day. The team owns and operates a test track on the same site, the Fiorano Circuit built in 1972, used for testing road and race cars; the team is named after Enzo Ferrari. Scuderia is Italian for a stable reserved for racing horses and is commonly applied to Italian motor racing teams.
The prancing horse was the symbol on Italian World War I ace Francesco Baracca's fighter plane, became the logo of Ferrari after the fallen ace's parents, close acquaintances of Enzo Ferrari, suggested that Ferrari use the symbol as the logo of the Scuderia, telling him it would'bring him good luck'. In May 1947, Ferrari constructed the 12-cylinder, 1.5 L Tipo 125, the first racing car to bear the Ferrari name. A Formula One version of the Tipo 125, the Ferrari 125 F1 was developed in 1948 and entered in several Grands Prix, at the time a World Championship had not yet been established. In 1950, the Formula One World Championship was established, Scuderia Ferrari entered in this first season, it is the only team to have competed in every season of the World Championship, from its inception to the current day. In fact the Ferrari team missed the first race of the championship, the 1950 British Grand Prix, due to a dispute about the'start money' paid to entrants, the team debuted in the 1950 Monaco Grand Prix with the 125 F1, sporting a supercharged version of the 125 V12, three experienced and successful drivers, Alberto Ascari, Raymond Sommer and Gigi Villoresi.
The company switched to the large-displacement aspirated formula for the 275, 340, 375 F1 cars. The Alfa Romeo team dominated the 1950 Formula One season, winning all eleven events it entered, but Ferrari broke their streak in 1951 when rotund driver José Froilán González took first place at the 1951 British Grand Prix. After the 1951 Formula One season the Alfa team withdrew from F1, causing the authorities to adopt the Formula Two regulations due to the lack of suitable F1 cars. Ferrari entered the 2.0 L 4-cyl Ferrari Tipo 500, which went on to win every race in which it competed in the 1952 Formula One season with drivers Ascari, Giuseppe Farina, Piero Taruffi. In the 1953 Formula One season, Ascari won only five races but another world title; the 1954 Formula One season brought new rules for 2.5 L engines. Ferrari had only two wins, González at the 1954 British Grand Prix and Mike Hawthorn a