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Ed McDonough
A LFETTA
The Alfa Romeo 158/159 Grand Prix Car
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A LF ETTA
The Alfa Romeo 158/159 Grand Prix Car

Ed McDonough

DUC
r r
THE CROW OOD PRESS
First published in 2005 by
The Crowood Press Ltd
Ramsbury, Marlborough
Wiltshire SN8 2HR
www.crowood.com
© Ed McDonough 2005
All rights reserved. No part of this publication may be reproduced or
transmitted in any form or by any means, electronic or mechanical,
including photocopy, recording, or any information storage and retrieval
system, without permission in writing from the publishers.
British Library Cataloguing-in-Publication Data
A catalogue record for this book is available from the British Library.
ISBN 1 86126 685 5
Dedication
This book is dedicated to: Elvira Ruocco, who manages the Alfa
Romeo Archive at Arese and keeps Alfa Romeo heritage alive and
accessible . . . long may that continue; Thierry Inghels, Director of
Garage van Steenkiste in Ghent, Belgium, the oldest surviving Alfa
Romeo dealership, who is the ultimate Alfa Romeo enthusiast; the Alfa
Romeo Clubs worldwide for their part in preserving automotive history.
Unless otherwise credited, photographs in this book come from the
authors collection.
Front cover: Juan Fangio in the pits during practice for the 1951 Italian
Grand Prix. De Graffenried can be seen to the right. (Grand Prix Photo)

Typeset by Servis Filmsetting Ltd, Manchester

Printed and bound in Great Britain by CPI Bath
Contents

Foreword by Emmanuel deGrafFenried 7

1 Introduction 9
2 158: The Origins 14
3 The Arrival of the 158 23
4 The Racing Begins —1938 to 1940 30
5 The Post-War Revival 63
6 1950: ‘The 3 Fs’ and a World Championship 99
7 1951: The Final Chapter 134
8 Last Days of Alfa Corse 167
9 One Man’s Dream 169
Appendix I Chassis Types 184
Appendix II Existing Cars 185
Appendix III The Races 186
Bibliography 188
Index 190
Foreword by
Emmanuel de GrafFenried
The difference between the Alfetta and
anything else I had driven was like night and
day; it was so much better than the other cars
of the time. It was also such a good experience
to have been in such a nice team with Fangio
and Farina and Bonetto, and then in some
races Sanesi was there as well. O f course, I
knew Fagioli and some of the others from all
the races we did then, but I found the Alfa
Corse team very pleasant, and Guidotti very
helpful. In those days it was a very big family,
and a great honour for me to drive with all
those boys —Fangio and Farina, who became
World Champions, and Bonetto, who was
another very good Italian driver. We had a
good relationship with each other. We would
go to the races in the Argentine on the boat in
the winter when it took fifteen days, but we all
Baron Emmanuel ‘Toulo’ de Graffenried. (Pirelli Archives)
got on well together and we really enjoyed it.
It isn’t the kind of thing that happens today.
I used to go to the workshops at Portello
I remember very well being invited to drive during 1950 and 1951, which was interesting,
the Alfetta. Frankly, I felt I was very lucky to and I felt welcomed there. I also remember
get the drive, and had gone to Monza for a going to see Commendatore Ferrari at his
brief test, which Gianbatista Guidotti had workshops at Modena when he first ran the
invited me to do. Guidotti was satisfied with 158. I never thought then that I would be
the test and asked me to drive. My first impres­ driving this car later on, but I did know Ferrari
sion of the car was that it was so far ahead of in those days. I was driving the Ecurie
anything else. It had a wonderful motor, Autosport Maserati 6CM, and drove against
which was so good at 8,000 revs in those days, the first 158 at the Coppa Ciano at Livorno . . .
and a four-speed gearbox — not like the they were winning even then. It was all a long
gearbox in my Maserati, which was basically a time ago . . . over sixty years . . . but I remem­
Fiat box. For me it was so different and inter­ ber those days because we enjoyed ourselves.
esting to drive this car which already had such
an important reputation. Emmanuel de Graffenried
opposite t o p : Juan Fangio in the Alfetta.
opposite bo tto m : T wo 159s during practice for the 1957 7
French Grand Prix. Car # 6 is Sanesi’s car.
 1 Introduction

The Greatest Ever? flying saucers, UFOs, and threatening things

Was the Alfa Romeo 158/159 the greatest from other places.
Grand Prix car ever built? In my opinion, the Juan Fangio rose pretty rapidly in the esti­
answer to that question is ‘yes’. Many histori­ mations of that twelve-year-old, and would
ans have argued the case in general terms, but always remain high on my list of heroes.
I intend to provide far more detail of what (Interestingly, 1961 Formula 1 World Cham­
went on behind the victories of 1950 and pion Phil Hill has said that Fangio’s deed on
1951, and to tell the tale of the people who that day was high on his own list of personal
created this motor-racing legend. While the inspirations. And these days, he is driving that
Grand Prix Alfa Romeo won the first two car himself in historic races and indeed
World Championships in those years, the winning with it!) It was only a matter of time
legacy goes back much further, back into the before Fangio and Alfas would come together
1930s. In the eyes of many experts, the signif­ in my interests.
icance of the achievement is the fact that Alfa The story of the car produced by the Italian
Romeo won these championships with a car manufacturer is far more complex than the tale
that was essentially a pre-war one — it had of a great driver who won the World Cham­
raced for eight seasons over a span of fourteen pionship. In fact, Juan Manuel Fangio went on
years. to play a relatively small part in the history of
Alfas have played a dominant part in my the Alfa Romeo 158/159; he was in the Alfa
motoring interests for many years. In around Romeo Grand Prix squad for only two years,
November 1953, as an impressionable and these were the last two years that the car
twelve-year-old, I happened across a copy of raced. The year 1951 was no runaway dream
the American magazine Motor Trend, which, for Fangio by any means. In his Championship
like the later Sports Car Graphic, was excellent year, the team came close to being eclipsed by
in its coverage of international motor racing. their Italian rival Ferrari, while Fangio’s title
This particular issue carried the report of was seriously threatened all season by friend
Juan Fangios desperate last hundred or so and Argentine countryman Froilan Gonzales,
miles in the Mille Miglia the previous May, and by Ferraris other driver, Alberto Ascari.
when he suffered a steering-arm breakage Fangio just managed to squeak the world title,
while leading, and had as the result steering and for many reasons Alfa Romeo then
on only one of the front wheels. He fought decided to quit Grand Prix racing. That was at
on to finish second. The car was an Alfa least partly why the Fangio and Alfetta legend
Romeo. Specifically, it was a 6C 3000CM, remain intrinsically linked.
although it was for ever known as the Alfa Alfa Romeo came back to Grand Prix
Romeo Disco Volante (‘Flying Saucer’) —in racing, of course, which was great for the fans,
an era of American pre-occupation with but their effort in the late 1970s did little to
opposite :Farina in a test session at Spa in 1947. 9
(Alfa Romeo Storico)
Introduction
add to Alfas glory. The dominance of 1950 in the motoring industry and because of the
proved to be a distant memory. political climate. Throughout the 1930s, and
As dramatic as the 1950—51 portion of the especially in the last two years of that decade,
cars history was, it was but a small part of two national leaders used motor racing to
the total. The design for the 158 had been on advance their own personal and political status
the drawing board midway through the 1930s; and influence. Adolf Hitler had poured huge
it first raced and began its incredible record in resources into Mercedes-Benz and Auto
1938 at the Coppa Ciano Junior race in Italy, Union so that German cars could dominate
where Emilio Villoresi gave it a true dream international motor-racing competition. The
debut. Immediately the 158 was dubbed the second figure, Italy’s Benito Mussolini, was
‘Alfetta’, in accordance with its status as a equally desperate to play on the world stage,
‘junior’ division car, or voiturette. It raced on and he also saw motor racing as a means to an
until racing was interrupted by the Second end. Unlike Hitler, however, Mussolini
World War in 1940, and then, amazingly —and enjoyed the activity in its own right and was
successfully for the most part —it reappeared at knowledgeable about the motor industry. He
the end of the war to continue racing, becom­ could see the wider benefits for the Italian car
ing a genuine Formula 1 car. It even went on industry that might result from involvement in
to win the title of World Champion formally motor sport, and manipulated car manufactur­
when the Drivers’World Championship com­ ers, including Alfa Romeo, to work for
menced, in 1950. national ends as well as to boost his own pres­
Although the 158 became the 159 for the tige. He particularly saw racing as a way of
final year of its racing life, this is the story of playing on Hitler’s stage, although in the late
essentially a single race-car design that lasted 1930s he remained uncertain and uncommit­
for a phenomenal fourteen-year period, and ted to being ‘in the same team’. On at least a
won almost every race it entered. It is also a few occasions, motor racing became a way of
story of design and engineering brilliance, as upstaging the Germans, and Alfa Romeo was
well as intrigue, political manoeuvring and a key tool in Mussolini’s strategy. Mussolini also
trickery, industrial connivance, and true had a substantial impact on Alfa Romeo and
motor-racing heroism. the staff of the company. He forced them into
The period of the ‘Alfetta’ —the name has the invidious position of supporting fascism,
now become synonymous with both the 158 although many of them became expert at
and 159 versions of the car, pre- and post-war treading the middle ground and blowing with
—was Alfa Romeo’s greatest era in terms of the existing political wind.
design, engineering, management and driving The nature of the European political situ­
genius. Although most renowned for its World ation of the period means that certain aspects
Championship successes, the Alfetta had links of history were less well recorded than others.
right back to the period of Vittorio Jano, who Because of the alliances in Italy, or the fear of
was present at the outset of the car’s career. In being in these alliances, individuals were
fact, the 158 was primarily the work of engi­ often reluctant to claim responsibility or
neer/designer Giacchino Colombo, a name credit for certain achievements. Giacchino
much lesser known than Janos; indeed, Colombo was one of the few people who did
Colombo’s contribution started much earlier not make outspoken claims that the Alfetta
than has ever been acknowledged. was ‘his’ car.
One of the reasons that the early history of Many other important people feature in the
the Alfetta has remained somewhat cloudy is story: in his early career, Enzo Ferrari raced
that it came on to the world racing stage at a Alfa Romeos and then became the manufac­
sensitive time, both in relation to developments turer’s competition manager; there was the
10
 Introduction

Benito Mussolini in the i930s with Nuvolari and the P3. Mussolini always had a special interest in the Alfa Romeo competition
cars and was not averse to using them for boosting his own image. (Alfa Romeo Storico)

Spaniard Wifredo Ricart and his contempo­ combination of engineering and driver talent,
rary Ugo Gobbato; Gianbatista Guidotti was that design was honed to give a record number
the post-war racing team manager and an of years of racing success —a success that was
excellent test driver; and there were many often achieved in spite of, as well as because of,
others. Enzo Ferrari claimed that he was the the forces and difficulties that existed during
‘creative and directive force’ behind the 158 the period.
project. There were also more than twenty Period racing cars, especially those with a
drivers, some of whom raced once, while pre-war provenance, rarely survive a hectic
others were involved for several seasons; Farina career and then last another fifty years, and
was one who drove both pre- and post-war. then have a further career in historic racing.
The Alfetta story is also one of sacrifice. However, some of the 158/159 heritage has
Serious injury and even death were not survived. One of those cars was tested and has
uncommon during its time; tragedy visited the a chapter here devoted to it. The Alfa Romeo
team on more than one occasion and there was Museum in Arese houses three descendants of
not always an easy escape from blame. the original 158 and the Biscaretti in Turin has
However, above all, this is the chronicle of a another, but only one Alfetta ended up in
superb racing design, and how, through a private hands. Shortly before the Goodwood
11
Introduction
Revival meeting in 2003, I had the privilege over the years. She deserves a very special
of testing this car and finding out what it is like thank you for her contribution to keeping
to get behind the wheel of the car which, to alive Alfa Romeo s heritage. Thanks also go to
all intents and purposes, won the 1951 World Antonio Magro, Curator of the Museo
Championship for Alfa Romeo. The story of Storico at Arese, for access to the cars in the
this single chassis and how it was discovered museum and for details of the chassis numbers.
and returned to the race circuit is a fascinating Photographic material for this book was
one, and I have been fortunate to talk to the also supplied by Ted (Ferret Fotographics)
principals in that drama. Walker, and by Peter Nygaard of Grand Prix
Writing this book would not have been Photographic. My long-time friend and col­
possible without the valuable assistance of league Peter Collins was responsible for most
several people. First and foremost, Carlo of the photos taken at the test session and for
Voegele was generous enough to allow me to the detail photography of the car, as well as for
use his nearly priceless Grand Prix Alfa some of those taken in various historic events.
Romeo. Renowned racing-car restoration Phil and Michael Ward also provided photos at
expert Tony Merrick (now mostly retired) the test drive, and Keith Booker and Ken Car­
helped to facilitate this part of the story, as did rington photographed Grand Prix Alfas in his­
GTO Engineerings staff, especially Simon toric events over a number of years. Further
Bish, who looked after the car during its photographic assistance and advice came from
test session at the Long Cross test track at Sam Turner at the Ludvigsen Library, and
Chobham. Simon helped to strip the car down from Tony Adriensen, Thierry Inghels, Bern-
for detail photography the day afterwards, as hard Volker, Jos Hugense, Robert Newman,
well as passing on the knowledge gained from Bob Dunsmore, Casey Annis, the Pirelli
looking after it for over ten years. Carlo Archive and Patrick Italiano and Jim Stokes,
Voegele and historic racing driver Willie who furnished original documents about the
Green shared their experience of driving the cars and Mario Aquati. David Venables kindly
car, and I was able to have a close acquaintance shared his thoughts with me.
with it during nearly a year of historic com­ I am greatly indebted to Mike Sparken,
petition. Voegele confided to me that the car who provided details of his search for discov­
still remains something of an enigma to him, ery and ownership of the car now owned by
and that he believes that its power lies in the Carlo Voegele, and to Paul Grist and Jim
myth that surrounds it, including the possibil­ Stokes for sharing their part in the history of
ity that his chassis is a genuine pre-war that car. Mike Sparken brought out his impor­
example. tant collection of Alfetta drawings, photos and
The Biscaretti Museum in Turin extended detailed notes, and shared his considerable
a similar courtesy to me and to photographer research on the cars. He also described the
Peter Collins, when we needed to get more emotion of driving that car for the first time
detailed views of the 158 in the museums col­ when its restoration was complete. More
lection; a staff member appeared and left us importantly, Mike Sparken was the key to
with a box of screwdrivers and spanners! The understanding the significance of engineer
museum also supplied some of the pho­ Colombo in the Alfetta story.
tographs in this book. Elvira Ruocco, who Baron Emmanuel ‘Toulo’ de Graffenried
maintains the Alfa Romeo archives at Arese, was one of only two people still surviving
gave the greatest assistance in respect of pho­ during my writing who raced a 158/159 in
tographs; she has always been a personable and period; Paul Pietsch was the other. Baron de
positive source of historical materials and has Graffenried was at the early testing of Mike
helped thousands of Alfa Romeo enthusiasts Sparken’s car at Monza as well as having been
12
 Introduction
a member of Alfa Romeo’s race team in the most of them pay less attention to the racing
1950s. I am immensely indebted to him for his of the pre-war and immediate post-war
contribution to this book, and for taking the periods. However, very few accounts delve
time to sit down in his Lausanne home and into the fascinating world of how the team
recall some of the great moments of his career operated, and the politics of those operations.
and of driving in the Alfa Romeo team. Some of those that have done so have largely
Thanks are due to Maria Terese di Filippis for depended on the writings of very few period
helping to facilitate this meeting, as well as to historians, and thus the history of the team and
Daniel Leu. Gertrud Schmid-Heupel of the cars over the years has been repeated again
Motor-Presse Stuttgart enabled a contribution and again, often failing to question events,
to be made to the story by Paul Pietsch, who and also failing to credit their sources. I have
was 93 at the time. Having contact with these tried to pull the tales together, question the
two great figures of motor racing was a special recorded history, and set aside a few myths. For
privilege. Motorcycle champion Geoff Duke example, with the shadow of Mussolini hov­
kindly contributed a unique piece of the ering over people such as Wifredo Ricart and
Alfetta puzzle to the story too. Ugo Gobbato, only Griff Borgeson and David
Gratitude also goes to Willie Mearns and Venables have treated them with the serious­
his fellow biographer Jean-Michel Paris, for ness they deserve. No one, as far as I can deter­
sharing the labours of their detailed research mine, has ever wanted to give Mussolini credit
on the great Alfa Romeo 158 driver Jean- for some of the achievements of Scuderia
Pierre Wimille, the man Juan Fangio called Ferrari, Alfa Romeo and Alfa Corse, but
the ‘greatest driver of the period’. Willie and clearly his drive and patriotism and personal
Jean-Michel introduced me to the tale of enthusiasm for cars were factors in their
Parisian chanteuse Juliette Greco, Wimille’s success as well as in their difficulties. Perhaps
‘close friend’ —the story of that relationship our justified contempt for fascism has clouded
should really become a film! Peter Marshall the picture of some of the more positive activ­
contributed interesting bits of information on ities Mussolini supported. A friend of mine,
158 engines that went into speedboats, as well 90-year-old Virgil Poccioli, worked for the
as helping to hunt down the first reference to railways during the war: ‘Of course Mussolini
the 158 as the ‘Alfetta’. Helpful information got the trains running in Italy, but he would
on 158/159 chassis numbers came from David have you shot if you didn’t get them running
Seielstad (although I accept full responsibility . . . you have to look at both sides of what he
for any inaccuracies). John Reynolds assisted did.’
in accessing information about Sir Harry This book attempts to get to grips with the
Ricardo as did Rob Palmer and Anne Hope of multiple dimensions of race-car design, con­
the Motor Industry Archive. My appreciation struction and competition pre-war and early
also goes to the ever-helpful and informative post-war, and to investigate the many myths
Mike Jiggle and his library. I apologize if I have and uncertainties about the nature and origin
left anyone out. of the Alfetta. Indeed, it was these very uncer­
Why was this book written? Most accounts tainties and contradictions that made me want
of motor-racing history include the significant to keep on digging.
role of Alfa Corse and the 158/159, although

13
2 158: The Origins

C olom bo’s Role

Long before he became a respected engineer
at Alfa Romeo and Ferrari, Gioacchino
Colombo sat in the co-driver s seat of an Alfa
Romeo 1750, which finished third in the
1929 Mille Miglia. The 1,000-mile race round
Italy was won by Campari and Ramponi in a
similar car, at a speed that was slightly faster
than their winning speed had been in the pre­
vious year. An O.M. was second and Colombo
and Achille Varzi were close behind in third.
The experience stood Colombo in good
stead for his career in the late 1930s, when
control of Alfa Romeo racing was no longer
in the hands of Enzo Ferrari, and the great
designer Vittorio Jano had departed for
Lancia. Colombo found himself in charge of
Alfa Romeo race-car design, in something of
a working partnership with Luigi Bazzi, an
early and key ally of Enzo Ferrari. By this time,
Colombo had not only gained an enormous
amount of design and engineering experience,
but he was also a hands-on racing expert, who
knew exactly what it was like to be in a Gioacchino Colombo was based at Enzo Ferrari’s premises
winning racing car. Aged twenty-seven, he but the design work on the 158 was very much his. (Alfa
was chief of design at Alfa Romeo’s Portello Romeo Storico)
factory, having worked alongside Jano in the
late 1920s and early 1930s, doing the detail car design generally —and specifically a 1.5-
work on much of Janos brilliant and some­ litre car — much earlier. Luigi Fusi (1978)
times eccentric designs, such as the Tipo A in equally was cautious about the significance of
1930 with two 6-cylinder 1750 engines lined Colombo in the design of the Alfetta,
up alongside each other (Venables, D., 2000). although he always accepted that ‘the person
While Hull and Slater (1982) were inclined on the drawing pencil throughout was
not to pinpoint Colombo’s significant role in Colombo’ (Borgeson, 1990, p.115). He would
the development of what became the ‘Alfetta’, be the key person behind the development
Colombo had had his own ideas about racing- and success of the Alfetta.
14
 158: The Origins

Gioacchino Colombo
Giaocchino Colombo was born north of Milan, at engineering, with particular responsibility for taking
Legnano, in January 1903, and started work as an design ideas from people like Jano and turning them
apprentice mechanical draughtsman at a local factory into practical realities. Colombo’s skill in this area
when he was only fourteen. He worked on a wide meant that he became increasingly indispensable to
range of engine projects, which gave him a broad Jano, who was working on a wide range of projects,
understanding of engine design from an early age. He including aero engines and utility vehicles, trucks,
joined Alfa Romeo in 1924 and was immediately buses and trams. It also fostered in Colombo the ability
involved in Vittorio Janos team, which was working to create his own ideas, something that would later be
on the famed P2. He was bright and energetic, helpful when the need for a 1.5-litre engine became
according to Luigi Fusi, who knew him for many apparent. He was used to working on his own and had
years; Jano had the same view of him. a capacity for seeing what designs would have a future.
In 1928, he was promoted to head the drawing He tended not to be the sort of person who ‘blew his
office at Alfa Romeos Portello plant. He was thus own trumpet’ and in some ways could be over-shad-
involved both in race- and passenger-car design and owed by the strong personalities around him.

Colombo’s role, of course, has to be seen in the light of the way in which motor racing and
the context not only of automotive and racing Alfa Romeo had evolved.
design of the period, but more importantly in

,
These cylinder-head drawings by Colombo are dated 29 July 1937 and it is likely that Colombo’s early hand drawings go back to
1935. (Jim Stokes)

15
158: The Origins
Scuderia Ferrari drivers such as Tazio Nuvolari were good at
Racing was as old as Alfa Romeo itself. Vir­ negotiating the best deals for themselves. At
tually the first cars produced had quickly the end of 1932, Alfa Romeo, in the grip of a
found their way into racing, and had been suc­ European and worldwide depression, decided
cessful at both national and European level. In that in 1933 it would not continue as a sepa­
the early days, one of the stalwarts to campaign rate entity in motor racing. Enzo Ferrari
the cars was Enzo Ferrari, who enjoyed rea­ assumed that the cars would be handed over to
sonable success as a racing driver at the begin­ him and he would act as the sole racing arm of
ning of the twentieth century. Ferrari more or Alfa Romeo. Alfa Romeo, however, decided
less retired as a full-time driver in 1924, and not to do this, and kept the cars, mainly the
concentrated on building up his own busi­ successful P3, locked up in the factory for a
nesses, including a large and growing chain of large part of the season.
Alfa Romeo dealerships in his region. In As it was no longer able to field new and
December 1929, he used the connections he competitive cars for its customers, 1933
had made with businessmen who raced, became a crisis year for Scuderia Ferrari, and
mostly in Alfa Romeos, and formed Scuderia Enzo Ferrari even thought of going to
Ferrari. The purpose of the business was to Maserati for racing machines. The Scuderia
prepare cars and enter races for wealthy cus­ endured a hard season until the Alfa P3 was
tomers. released for some races, and mainly had to do
One of Scuderia Ferrari s early partners was its best with the 2.3 and 2.6 Monzas, which
Alfa Romeo, although it was involved with could be used in both sports-car and single-
only a small amount of cash. The agreement seater trim.
was that Alfa Romeo would supply Scuderia As 1933 advanced, Alfa Romeo was in dire
Ferrari with cars at substantial discount, and financial difficulty, and Fiat’s Giovanni Agnelli
act as a semi-official team. While Alfa Corse proposed to the government that either Alfa
got on with Grand Prix car development, and Romeo should be absorbed by Fiat, or be
ran its own team in major events, Ferrari closed down altogether. Benito Mussolini
would mainly look after sports cars in lesser interceded directly, rejecting the notion that
events. The first headquarters for the team was one of Italy’s engineering and production
located in Modena. jewels should be lost. Various attempts at reor­
Over the next three years, 1930—32, cars ganizing and restructuring the company were
were run in a variety of races by both Alfa argued, and a series of managing directors
Corse and Scuderia Ferrari, and both teams came and went. In December 1933, Mus­
enjoyed considerable success. However, it was solini had a direct hand in the appointment of
often unclear which team was supposed to be Ugo Gobbato as the new managing director.
doing what. This was hardly surprising, since Gobbato had won Mussolini’s respect with his
Enzo Ferrari knew Alfas and the Alfa Romeo work at Fiat and he had come to be seen as a
operation very well. He also had his own engi­ leading expert in industrial organization. He
neering team, which contributed to what was understood the complexity of the organiza­
being developed at Alfa Romeos factory at tion, but had a reputation for never losing
Portello in Milan, and vice versa. sight of the importance of the individual
The politics of motor racing were no less workers. He was welcomed at Alfa Romeo
complex in the 1930s than they are in the with open arms, although Mussolini’s blessing
twenty-first century; indeed, perhaps it was would eventually end up being the kiss of
even more complicated, as much more death for this able man. His arrival was also
national pride was at stake. This was also welcomed by Enzo Ferrari who had been ‘out
emerging as the era of the ‘ace driver’, and in the cold’ for almost a year. Ferrari knew
16
 158: The Origins

Gobbato would support the type of racing credentials while Vittorio Jano, still seen as the
programme in which Enzo Ferrari could play design genius at Alfa Romeo, did not. Jano
a big part. was somewhat sensitive about this, and it is
reasonable to speculate that he was uneasy
Gobbato and Alfa Rom eo about Gobbato from the outset; Gobbato also
had a strong reputation in the automotive
Gobbato s task was to rescue Alfa Romeo from industry. Given that the P3 was already an ‘old’
financial ruin. As his appointment had been design, the pressure was on Jano to produce
blessed at the highest level of government, he cars that would keep the Alfa image healthy
was assured by the all-powerful IRI, the Insti­ for the next few years. This pressure was sub­
tute for Industrial Reconstruction, that there stantially increased by two factors: the greater
would be sufficient funding to get the attention being given to racing cars in
company back on a firm footing. This recon­ Germany, and Jano’s added responsibility for
struction plan was based on shifting the working in other areas of engine development,
emphasis away from car manufacture and especially in aero engines. Maybe Janos even­
racing to military production. War in Ethiopia tual inability to produce a winning car in the
and Fascist involvement in the Spanish Civil mid- and late 1930s had its origins in 1933. In
War made this a practical and necessary move. retrospect, it seems inevitable that, against a
As Griff Borgeson has said (1990, p.99), ‘auto­ background of reduced resources in the racing
motive output and car racing went back to department and an increased workload, he was
being the image-making sideline which bound not to live up to expectations. That is
Nicola Romeo had visualized when he first not to say that he did not try, and it was in
began building cars’. this environment that Giaocchino Colombo
As Scuderia Ferrari had evolved into virtu­ gained greater influence in racing design.
ally an official Alfa Romeo team in 1933, in
spite of car-supply problems, Gobbato con­ Early Origins o f the ‘Alfetta9
firmed that Alfa Romeo itself would not run
a racing programme and all racing would be Historian Griff Borgeson believes that it is
done by the Scuderia on behalf of Alfa impossible accurately to trace the origins or
Romeo. O f course, Enzo Ferrari welcomed ‘paternity’ of the Alfa car that finally appeared
this, and in the early issues of the Scuderia in racing in 1938. This is a reasonable assump­
Ferrari magazine in 1934, he was effusive in tion; indeed, the situation is not particularly
his praise of Gobbato, expressing his belief that unusual —in motor racing generally, and in
Gobbato would save Alfa Romeo for ‘Fascist Italian design particularly. However, Borgeson
Italy’. Ferrari, always self-serving, was also was on personal terms with Colombo, who
good at dancing to more than one tune, and shared his view of the history, and showed him
was a great supporter and fan of Gobbato his drawings. Colombo had drawings in his
when it looked like they all had a bright future own hand of parts of the car dated 1936 and
together. (Of course, everyone in public life 1937. Mike Sparken has had access to further
who came in contact with Mussolini had to be drawings of Colombo’s, via his family, which
very cautious with their alliances in those were dated early 1936; these were so early yet
days.) Ferrari would, however, change alle­ so advanced, that his design work must have
giance later on when the Alfa Romeo man­ started as early as 1935, if not even earlier.
agement made some decisions that were less Borgeson is almost poetic on the subject of
favourable to him. the car’s ‘paternity’. He dates Colombo’s ‘rise’
Gobbato’s arrival also created another set of to importance in design terms from 1932—33,
tensions. Gobbato had impeccable academic when Jano was working on other projects, and
17
158: The Origins

doing less direct drawing-board work. When was sitting in front of a drawing of that engine
the racing department from Portello was trans­ with Colombo’s signature on it. Jano was
ferred to Modena, Colombo remained at patronizing at times about Colombo, saying
Portello. This meant that whatever work he he was a clever designer, but that he lacked
was doing was likely to be seen as emanating the courage of his convictions. However,
from Jano, or at least as being under Jano’s Colombo’s convictions must always have been
influence. This fact alone makes understand­ shaped by Jano’s wishes and control, some­
ing exactly what Colombo did on his own ini­ thing that inhibited Colombo and to some
tiative less than easy to understand. Colombo extent seems to have forced him to produce
moved to Modena in May 1937, when the designs on his own that could later be used
Tipo 158 project was officially given the go- when a particular project was to be developed.
ahead. Enzo Ferrari requested Gobbato’s per­ In later years, Enzo Ferrari claimed respon­
mission to develop a 1.5-litre engine project, sibility for the 158 project and for the car itself.
and this permission was forthcoming. Ferrari Would the claims have been the same if the car
himself has cited his chief engineering advisor, had been a failure, or if all those involved had
Luigi Bazzi, as the leading collaborator in the seen the Colombo drawings with early dates
project, and Angelo Nasi, the draughtsman, on them? Even Luigi Fusi was inclined to give
was credited with the design of the 158 s Ferrari a great deal of credit for the momen­
steering and front suspension. According to tum of the car as a project, although he was
Ferrari, Ferrari employees Federico Giberti clear that the design came essentially from
and Alberto Massimino were responsible for a Colombo. Given the existence of the
range of parts, the latter’s name being associ­ Colombo drawings and ideas, it is not then so
ated with the transmission and rear axle. On dramatic a scenario to comprehend, and the
occasions, he gave collective credit for the role of many of the players was to act on
intellectual input to Bazzi and Colombo. Colombo’s ideas. As for Ferrari himself, his
Despite all these contributions, many com­ ego played a major part in the history of his
ponents of the engine and suspension were life, cars, team and business, and this means
classic Jano. Jano himself once said of the 158 that he sometimes loses credit for his actual
that it was one of ‘my engines’, although he accomplishments. Indeed, it seems likely
Spaniard Wifrcdo Ricart was a
contentious character at Alfa Romeo,
but played an important part in racing
car development in the late 1930s and
early 1940s. (Alfa Romeo Storico)

18
 158: The Origins

Racing in the Mid-1950s

While 1.5-litre cars were not new to the Euro­
pean racing scene, they were very much in the
second rank for many years, possibly even in
the third rank behind Grand Prix cars and
sports cars. Certainly, the major racing events
across Europe, if not America, were for Grand
Prix and sports cars. This would change sig­
nificantly, but in the mid-1930s, the battle of
the manufacturers and teams was going on in
Grand Prix races.
The list of Alfa Romeo victories in 1933,
1934 and 1935, when the P3s had been
handed over to Scuderia Ferrari, looks impres­
sive: six wins in 1933 with the P3, fourteen in
1934 and fifteen in 1935. However, although
there were a number of gallant performances,
many of these wins were in lesser races. When
the P3 days were over, and the new cars, the
8C-35 and 12C-36, arrived, the list of Alfa
Romeo victories became much shorter; the
wins were more elusive and none of them
were coming in the big races. Alfa Romeo
Ing. Ugo Gobbatto became managing director o f Alfa Romeo
in December 1933 and revitalized the company's fortunes.
struggled to build a car that could exploit the
(Alfa Romeo Storico) regulations as well as the other teams could.
Regulations governing motor racing had
been in existence since 1895. The Automobile
that he did initiate the notion of a 1500cc Club of France was formed in that year, and
voiturette formula, which the Automobile organized a race that was called the ‘Grand
Club of Italy organized in 1938. Maybe Prix’. The French Grand Prix was first run in
Ferrari saw there was a formula for which a 1906 and from that year the ACF attempted to
w inning car could be built, in which case, he influence other countries to run races to an
can be given credit for the Tipo 158. If, agreed formula. This initiative was reasonably
however, the basic plan for the car already successful in the light of the task faced by the
existed some time earlier, perhaps Ferrari ACF. Local and national requirements meant
dreamed up a category that would suit a car that there were numerous variations, and reg­
that he knew could be built! In either event, ulations were often limited to particular events,
Ferrari deserves credit —but for what? or specific aspects of racing, such as the size of
It is important to note that while initial the car or class variations. The voiturette class
work was going into developing a 1.5-litre first appeared in 1900 and referred to a class of
engine, this was a small, less important part of ‘lesser vehicles’, usually those with smaller
the overall racing scene at the time, and the engines, often more similar to cycles than cars.
greater effort was going into full-size Grand Engine-capacity regulations varied across
Prix cars. Nevertheless, the scene was being the world, and American racing evolved
set for a serious change, which would come according to the needs of American manu­
into being at the end of the decade. facturers. In Europe, Grand Prix racing had a
19
158: The Origins
2-litre formula in 1925, and riding mechan­ is then somewhat surprising that the Alfetta
ics were barred. A minimum weight limit of was born out of this period.
650kg was established. Formula Libre rules In 1934, Scuderia Ferrari had learned a
appeared in 1935, but these tended to dictate number of lessons that helped it to gain results.
the length of races. The most significant set of They widened the 2.6 Alfa Romeo Monza
rules, which would influence racing through chassis to meet the new regulations and
the rest of the 1930s, came into being in inserted the 2.9 P3 engine. This car was quick
1934. The 750-Kilogram Formula mandated enough to win the Monaco Grand Prix for
a maximum dry weight of 750kg, a free French-Algerian Guy Moll. The early races
choice of fuels and a minimum race distance saw battles between the Alfas, Bugattis and 2.9
of 500km. This formula was to run for three Maseratis. In Tripoli, in a race run to Formula
years, from 1934 to 1936, but it was later Libre rules, Maserati brought the W5 16-
extended through 1937. What this meant was cylinder cars, but Achille Varzi won in an Alfa
that design efforts were focused on extracting P3. Guy Moll managed to beat the Auto-
as much power as possible from an engine in Union 4.3-litre 16-cylinder car at Avus in
a car that was as light as possible. This was an Berlin later in May with the ‘streamlined’ P3
expensive enterprise for the period, and it with enlarged 3.2 engine, but the Mercedes
suited those teams whose resources were team had been absent. Only a week later, the
abundant —essentially, the German teams. At Mercedes W25 3.3-litre 8-cylinder dominated
Alfa Romeo, where the will to win was not at the Nürburgring, leading the Auto Union
necessarily matched by the means, Scuderia Auto Unions; the Alfas could not match the
Ferrari struggled with outdated and under­ pace at all. The Alfas did have a lucky win at
powered cars. the French Grand Prix at Montlhéry, where
These regulations led to some unique devel­ the Mercedes and Auto Unions both had
opments, such as the Alfa Romeo Bimotore problems, and they had won at Le Mans in
with two P3 engines. This car was immensely the 24 Hours, so hope remained high. Auto
quick but a failure in terms of results because it Unions won at the German Grand Prix.
wore out tyres at an astounding rate. The pres­ For the rest of the 1934 season, whenever
sure on the racing side was such that there was the Mercedes and Auto Unions were present,
neither the orientation towards or time for the Alfas, Bugattis and Maseratis could not
testing and development over a sensible period. win.
The Bimotore might have been reasonably At the end of 1934, a somewhat discour­
successful with tyre development and the time aged Vittorio Jano was looking for something
to recognize that it needed to be driven rather to redress the balance against the German
less than flat out, but neither of those possibil­ teams, but he was limited in terms of both
ities seems to have been considered at the time. financial resources and time; he had to apply
(It is a side issue here, but neither Enzo Ferrari his brilliant mind, and came up with a signifi­
nor Alfa Romeo, nor even the great Nuvolari cant modification for the P3. He replaced the
seemed able to develop a strategy for getting existing rear suspension and fitted quarter
the best out of a given car, especially the Bimo­ elliptic rear springs, mounted in a reversed
tore. When Nuvolari drove it, he drove it to position. He adapted the successful Chedru-
lead, which meant not winning; in retrospect, designed Dubonnet front suspension, which
the Bimotore seems to have been a car capable was an independent front suspension using an
of winning if driven with some restraint.) In axle beam mounted to the frame. Jano cut the
those days, a sense of strategy was never dumb irons from the front of the P3 and
allowed the time to develop before the Scude­ clamped the Dubonnet axle to the Alfa frame.
ria found itself engaged in the next project. It While this provided a good handling race car,
20
 158: The Origins
it was only an interim measure. Jano was intent Nuvolari at his best are long remembered, but
on a V-12 but this was still some time away. the reality of the time was harsher; the Auto
Instead, he gained Gobbato’s agreement to Unions won at Pescara in August and the
develop the 6C-2300 that had appeared in Mercedes and Auto Unions both led the Alfas
1934, and, with an enlarged P3 engine, even­ at the Swiss Grand Prix at Berne. The 3.8
tually produced a new car, the 8C-35. This car engine was then taken from one of the P3s and
did not race until September 1935, and during tried for the first time in the 8C-35, with
that period the concept of the Bimotore was Guidotti and Marinoni doing the testing.
turned from a vague idea into a real car. This Nuvolari and Rene Dreyfus were behind the
was essentially the work of Luigi Bazzi at wheel of the 8C-35s at Monza on 8 Septem­
Scuderia Ferrari, who saw it as something that ber for the Italian Grand Prix. The opposition
could do well in the races run to Formula consisted of four Mercedes and four Auto
Libre rules. The idea was clever but it has to Unions, and the new Maserati, which was
be said that much more might have been already out of date. The Alfa Romeos received
accomplished if projects such as this had been a huge welcome, and Nuvolari was leading
better coordinated between Alfa Romeo and when Stucks Auto Union pitted for fuel.
Ferrari. When Nuvolari’s car broke a piston, Gobbato
When the 1935 season proper started, at himself was in the pits and insisted that Dreyfus
Monaco, it was not the revised Alfa that chal­ be brought in so that Nuvolari could drive. It
lenged the Mercedes but the Maserati; was a serious mistake. Not only did the
Fagioli’s Mercedes was still the winner. Auto Mantua driver ruin the brakes and need
Union then beat the Alfas in Tunisia. The another stop, but the misjudgement meant
Bimotores showed great potential at Tripoli that Dreyfus/Nuvolari finished second by less
and Avus but they shed tyres at a rate that time than the driver change had taken. Left to
dropped them well back, even though carry on, Dreyfus would have won on the car’s
Nuvolari led at various stages. He ran the car debut.
with two 3.2 engines while Louis Chiron had The 8C-35 won a lesser Italian race before
two 2.9 litre engines in his. Frankly, Chiron retiring at the Spanish Grand Prix and losing
had the wiser approach to his racing, which to the Auto Unions in Czechoslovakia. In
showed in the results. The 3.8-litre engine in early October, the Italian Army invaded
the modified P3 was able to threaten the Abyssinia and Italy was at war. This brought
German cars but not beat them, although the car production at Alfa Romeo to a complete
power of the engine gave Jano some hope stop, but it fired Mussolini’s desire to demon­
that the 8C-35 might possibly be a winner. strate Italian industrial superiority. In practical
More races went to the Germans, and it terms, this meant that there would be support
was expected that Mercedes would win the from important quarters for continued devel­
German Grand Prix at the Nürburgring. It opment of racing cars, and this was good news
certainly looked like Manfred von Brauchitsch for Scuderia Ferrari and for Jano, who felt that
would do just that. Late in the race, however, the 8C-35 with a 12-cylinder engine could
Nuvolari started driving with abandon, catch­ win.
ing the leaders, until a totally disorganized In 1936 there were numerous changes in
Scuderia Ferrari pit stop dropped him back to motor racing, many of which were the result
sixth. He went out and started again, caught of a world edging ever closer to hostility.
the leader on the last lap, forced the Mercedes Several drivers felt they could not drive for
to burst a tyre, and won in front of 200,000 certain teams, and certain teams only wanted
dumbfounded spectators. drivers of their own nationality. The French
In retrospect, the glory of that race and of decided to turn most Grand Prix races into
21
158: The Origins

events for sports cars so that the Germans 12C-36 to its first win ahead of Caracciola,
would not win as much. New drivers came on with Farina s 8C-35 in third. At the Nürbur­
the scene: Englishman Richard Seaman went gring a week later, it looked as if Nuvolari
to Mercedes, while Giuseppe ‘Nino’ Farina might repeat his 1935 win, but Rosemeyers
signed for Scuderia Ferrari. They were both Auto Union beat him by two minutes. The
accomplished voiturette drivers, and Farina Jano 12C-36 was showing considerable
particularly was destined to have a long-term promise, although a lack of reliability had dec­
relationship with Scuderia Ferrari and with imated much of the opposition in that race.
Alfa Romeo. The Coppa Ciano was run at a very fast
Several new 8C-35s had been built, and road course at Livorno, and Nuvolari pulled
testing showed them to be quicker than the off another of his miraculous drives. When his
P3s, but the Mercedes W25 now had a 4.7- 12C-36 retired, he walked back to the pits,
litre engine. The first 1936 clash was at the eventually took over Pintacuda’s 8C-35, and
Monaco Grand Prix, scene of a multi-car pile- proceeded to drive through the field, past the
up and a win for Caracciola and the Mercedes. Auto Unions, bringing the team cars of Brivio
For the Tripoli Grand Prix, Janos V-12 was and Dreyfus with him. Rosemeyers win the
ready and three of the 8C-35s had the V-12 following week at the Coppa Acerbo at
engine fitted, but little else was done to the Pescara gained some revenge but Nuvolari was
cars. The engine was producing 370bhp from clearly capable of incredible driving. Auto
its 4064cc but was still less powerful than the Union won again in Switzerland, and then at
main rivals. In truth, although the engine the Italian Grand Prix at Monza. Nuvolari
internals had many clever Jano touches, it was won the American Vanderbilt Cup in a 12C-
fundamentally two 6C-2300s on a common 36 at the end of a year in which Alfa Romeos
crankcase, and did not represent any revolu­ had done reasonably well, Mercedes badly, and
tionary development. Venables (2000, p. 112) Auto Union had had their best season yet.
refers to cars at Tripoli as both 8C-35s and The new 3-litre formula for Grand Prix
12C-36s, and is not clear whether what was races was not announced until September
being called the ‘12C-36’ was just the 12- 1936, so it was decided to continue with the
cylinder engine in the old chassis, or whether 750 Kilogram rules for one more year. Alfa
further modifications had been made to the Romeo ran the 12C-36; they eventually pro­
chassis. Hull and Slater, however, are clearer duced a lower version of the chassis, the 12C-
on this point, stating that the chassis was the 37, later in the year, but it was ineffective and
8C-35 chassis and the only outward difference slower than the older car. Mercedes had done
was that the 12C had twin exhausts, running major development work between seasons to
underneath the car, while the older car had an compensate for their terrible year in 1936, pro­
outside exhaust on the offside (Hull and Slater, ducing the 5-litre W125, and 1937 saw the
1982, p.185). Mercedes and Auto Unions very evenly
The Auto Unions now had a remarkable 6 matched. None of the other teams had a chance
litres and the Mercedes 4.7 was in a smaller, against them. Alfa Romeo won only one race
shorter chassis. They were getting the power- with the German cars present, at the Circuit of
to-weight key to the formula more quickly Milan in June, when Auto Union sent a single
than any of the other teams, and were much car for the young Rudolf Hasse to gain some
faster. The 12C-36 cars all finished but were a experience. Nuvolari won in the 12C. Alfa
lap down on the German opposition. Carac- Romeo experimented with engines between
ciolas Mercedes won in Tunis, but at the 4.1 and 4.5 litres in 1937, but they could not
Penya Rhin Grand Prix, in Spain, Nuvolari come near the pace of their opponents.
raised Italian hopes enormously by taking the
22
3 The Arrival of the 158

A number of threads had come together in feel about Gobbato and Ricart is largely
1936 and 1937 which were to shape the future unrecorded, but when the war ended some
for Alfa Romeo and Scuderia Ferrari. Mid­ years later, it seems likely that he was not offer­
way through 1936, Gobbato had recruited ing support to the pair when the anti-Fascists
Wifredo Ricart to Alfa Romeo, ostensibly to were looking for people to punish.
work on aero engines, although he soon The failure of Janos 12C-37 at the Italian
moved on to other areas of endeavour. Ricart Grand Prix, at Livorno in September 1937,
had left Spain in something of a hurry during was the official nail in Jano’s coffin as far as Alfa
the Spanish Civil War and his political and ide­ Romeo was concerned. There are indications
ological views made him more comfortable that Jano had decided to leave Alfa Romeo as
in the Fascist-leaning environment at Alfa he was finding conditions so bad. There is
Romeo. Gobbato knew Ricart when he was stronger evidence that the Livorno result was
working for Fiat in Spain. Gobbato’s excuse to dismiss him, claiming that
At around the same time, Jano’s inability to he was no longer able to produce good work.
design a successful and competitive racing car What is clear is that, at the time, there was no
to beat Mercedes and Auto Union, and the acknowledgement of how much Jano had
immense workload he carried in other areas, done for the company, and how brilliant his
saw him receive what was effectively a demo­ designs had been. What is less clear is the
tion at Alfa Romeo. He had been chief engi­ extent to which Jano’s views of Ricart and of
neer, with responsibility for all technical Gobbato himself, and the political climate,
development. His responsibility and authority may have hastened his departure. He returned
were then reduced to the automotive sector to Turin and joined Lancia, where, years later,
alone. Ricart s arrival was another blow for he would reappear with further master designs
Jano, who saw him, quite rightly, as a threat. in Grand Prix racing. Vittorio Jano’s experi­
Then, in March 1937, Gobbato confounded ence showed how difficult it was to work at
everyone by announcing that Alfa Romeo had Alfa Romeo during that period, and how
purchased 80 per cent of the shares of Scude­ badly such a talented person could be treated.
ria Ferrari, almost certainly behind the back of In May 1937, Colombo was transferred
Enzo Ferrari. The racing would continue to from Portello to Scuderia Ferrari at Modena
operate from Modena, but under the control to work on a number of projects. The exact
of Gobbato himself. Enzo Ferrari would, at chronology of these projects —the 158, 308,
this stage, remain in charge of the day-to-day 312 and 316 —is impossible to ascertain. There
running of the team. One major aim of this are long-held views that the 316 engine was
‘reorganization’ was a shift in focus towards simply Alberto Massimino’s concept of taking
beating the German cars, something that two 158 8-cylinder engines and joining them
clearly did not happen. How it made Ferrari with a common crankcase and twin crankshaft
23
The Arrival of the 158
system. On the other hand, there are those tested, partly built with the engines run at
who have it the other way round —Colombo Modena, or completely assembled at Portello.
developing an engine using half of the 316! Subsequent ‘authoritative’ reporting of these
Enzo Ferrari said later in his life that he had therefore depends on which account the
asked for Colombo to come to Modena to writer had read or believed. Many such
work on various projects, specifically the 158, accounts have passed into legend. (Inciden­
and that he had made this request early in tally, a similar problem occurs in relation to the
1937. He argued that this timing was related diverse cars built to contest the 1938 Grand
to his own pressures on the Automobile Club Prix season: the 308, 312 and 316. Colombo
of Italy for a national 1500cc formula. This is variously described as having worked on the
makes sense if he was at that time still unaware design of these cars in 1937 or in 1938, both
of Gobbato’s intention that Alfa Romeo at Modena and at Portello. He would have
should buy the major share of the Scuderia. found it difficult to do the work at Modena if
Venables (2000) is clear the buy-out was in in fact he and the cars were at Portello!)
March and that Ferrari would go on running Borgeson (1990), from his personal contacts
the racing programme from Modena. He is with Colombo and Guidotti, states that the 316
equally clear that in December of that year, emanated from Modena under the manage­
1937, the situation changed completely and all ment of the Scuderia Ferrari, and, in contrast,
operations would return to Portello. Whatever the 308, another effort to exploit the 3-litre
was happening at Modena between March and regulations, was an Alfa Corse in-house
December would have been greatly affected project. Hull and Slater’s work, often cited as
by each individuals perception of who was in the best book written about Alfa Romeo
charge. It is therefore difficult to understand history, especially the competition history, does
how Ferrari could later see the 158 as his ini­ not deal with the details of this period. It simply
tiative if Gobbato was so clearly the decision­ says that after Vittorio Jano left, ‘future racing-
maker. It leaves the door open to speculation car design was in the hands of Gioacchino
that Gobbato was capable of making Enzo Colombo, and Luigi Bazzi working under the
Ferrari think he was responsible for a number Spaniard Wifredo Ricart’ (Hull and Slater,
of projects when these were already under 1982, p.199). Interestingly, Ludvigsen (2001,
way. p.67) states that Colombo designed the 308 by
It is impossible to establish an indisputable late 1937, but he also indicates - somewhat
timetable to which the 158 was designed, built oddly —that the Alfetta was first called the 308,
and tested. Even authoritative sources such as which seems unlikely.
Denis Jenkinson (Motor Sport, August 1990) Several people have claimed various degrees
have said that the 158 was designed in 1938, of responsibility for the 158, or have had it
which is certainly inaccurate. Many writers — claimed on their behalf. Whatever the exact
both at the time, and subsequently —have dif­ chain of events, it is clear that 1500cc engines
fering views on the timing of the Alfa Romeo were not new to Alfa Romeo, and that Jano
purchase of the Scuderia Ferrari shares, the had been involved in the design of them,
role of Enzo Ferrari then, the timing of the although these had been 6-cylinder units.
move back to Portello, and Ferraris subse­ With Colombo’s range of experience by the
quent role and title there. Some sources have mid-1930s, his working relationship with
him as ‘a mere employee’, some as team Bazzi at Ferrari, and the knowledge that
manager, some as director of Alfa Corse, and motor racing demanded flexibility, it is not so
some as consultant or combination of the surprising that he had already committed
above. Some accounts have four, five or six numerous ideas to the drawing board which
158s being built completely at Modena and might possibly be called upon in the future.
24
 The Arrival of the 158

Also relevant during this period were the also put his views in writing in his book
actions of people such as Raymond Mays and about the design of the earliest Ferrari cars
Enzo Ferrari, who wanted to give wider atten­ (Colombo, 1987, p. 13—16):
tion to a voiturette class of racing. The argu­
ment was that such racing was gaining in Eight years earlier, in May 1937,1had arrived
popularity, and there would be an audience for at Modena with a well-defined plan in mind:
a voiturette race at Grand Prix meetings. to build a small car with a rear engine, a kind
There was also reasonable speculation that a of miniature Auto Union. For some time I
1.5-litre formula would be a possible successor had been thinking about this project, and I’d
to the 3-litre rules when they ran out. While been studying some possible solutions in my
a number of organizing bodies listened to spare time. Enzo Ferrari listened very closely
these arguments, no immediate action was to my proposal. He wanted to know all the
taken to formalize them, except in Italy. details, and asked for explanations which he
Certainly, when Colombo was drawing up followed with great attention. And then he
versions of a 1.5-litre engine, he was not vetoed the whole scheme! ‘No,’ he said, ‘it’s
thinking of something for voiturette racing, always the ox that pulls the cart.’ It was clear
but something that would one day be an effec­ that this was hisjoking way of concluding the
tive race engine for whatever needs existed at discussion on good terms. But I learned from
that time. It should be added that the drawings then onwards that while Enzo Ferrari always
that appeared as early as 1935 and 1936 did not gave his designers absolute freedom to put
show a single 1.5-litre unit, but variations. forward their ideas and paid the closest possi­
Mike Sparken has in his possession drawings of ble attention to what they said, he always
the engine which differ from others that still reserved the final decision for himself, too.
exist, and from those that have been published In a little room in the old Ferrari works in
by Alfa Romeo. It may only be a matter of Modena, we worked very enthusiastically for
coincidence that some of Colombos early several months on planning the new car.
drawings were penned around the same time Cavaliere Bazzi, Ferraris friend and right-
that Mays and Enzo Ferrari were putting hand man, was with me; years earlier he had
forward arguments for ‘upgrading’ voiturette been one of the technicians who worked
racing, but it seems likely that Alfa Romeo most closely with Vittorio Jano. Then there
and Colombo sensed that having a 1.5-litre car was Nasi, a very young designer, also ‘on
would be a practical idea. Indeed, Venables loan’ from Alfa Romeo, and finally Alberto
points out that a document emerged after Massimino, the engineer who had been taken
Colombo’s death laying out the specification on directly by Ferrari to strengthen our little
of a complete 158, and that this document was working team. I recalled all the episodes of
dated 25 January 1936, some thirty months that exciting experience: the long days in the
before the 158 appeared in public. It is possi­ little room in the Ferrari Team, the evenings
ble that he even thought that 1.5-litre rules we all spent together in a trattoria, Enzo
would come into effect instead of the 3-litre Ferrari racing from one supplier to another to
supercharged/4.5-litre unsupercharged regu­ put together the various parts of the car we
lations that were passed for 1938. watched growing to life in front of our eyes.
Perhaps, as far as credit for the 158 is con­ And then came the other memorable days
cerned, we should leave the final statement on which followed in rapid succession: the excite­
this issue to Colombo himself. When he spoke ment of the first trial, on a fine morning in the
to Griff Borgeson in 1964, he acknowledged spring of 1938 - 5 May, to be exact - when the
that Enzo Ferrari had played a very key role in tester Nardi took the wheel of the Alfetta for
the 158 being built at Modena. However, he the first few miles on the Monza track.
25
Tire Arrivai of the \5 8

Colombo’s words raise a number of issues, but certain constants. One was that there would be
one thing is clear: a rear-engine car may have continuing support to develop a Grand Prix
been on the cards at an early stage. Whether winner even though there were constraints on
this had grown from discussions with Ricart, these ambitions, and Italian dictator Mussolini
who was later mainly responsible for the rear- was increasingly wanting to rival Adolf Hitler
engine 512, or whether it was another product in gaining glory through industrial achieve­
of Colombo’s own fertile mind, is uncertain. ment. There was also the growing belief that
It did not take a great deal of imagination to there would be a place for a good 1.5-litre car,
see how successful a rear- or mid-engine car albeit in voiturette racing, a belief held largely
might be, but it fell on Ferraris deaf ears. It by Ferrari himself, probably by Colombo, and
was as if Auto Union had not been there, perhaps even by Gobbato and possibly by
although the ‘if it wasn’t invented here’ syn­ Ricart. As the year advanced, despite a lack of
drome existed at Modena for many years. success on the Grand Prix front that would see
Colombo does make the Alfetta seem very hopes increasingly pinned on the following
much a team project, whatever the details of year, work in earnest was begun on the 158,
the design origins and motivation. Finally, he converting Colombo’s initial design drawings
notes that Enrico Nardi, the man who would into a real car.
go on to build his own race cars and create a Venables (2000) dismisses the long-held
steering-wheel empire, first tested the car on view that the 158 ‘was born out of Italian
5 May 1938; there is evidence that testing had despair’, a view shared even by meticulous his­
taken place considerably earlier, although Karl torians such as David Hodges (1966), among
Ludvigsen has the first testing of the 158 in the others. The notion was that the car was a reac­
hands of Attilio Marinoni in June 1938 (Lud­ tion to the beating Alfa Romeo and Italian
vigsen, 2001, p.67). There are other errors in cars were taking at the hands of Mercedes and
Colombo’s book, locating the Ferrari work­ Auto Union. But this was in Grand Prix racing
shop in Milan rather than Modena, and there and the 158 was not being built as a Grand
is always the feeling that this retrospective look Prix car but as a voiturette; at the time it was
at his career perhaps plays down some of the started even the most imaginative team
less pleasant events. member could not have accurately predicted
when, or even if, there would be a 1.5-litre
The ‘Alfetta’ Comes to Life Grand Prix formula.
As Colombo himself admitted, it was prob­
Although 1937 would be a tumultuous year ably better for himself and for Jano that
for Scuderia Ferrari, there were nevertheless Colombo should be based at Modena. This
The first 158 protototype, perhaps as
early as June 1937. According to Mike
Sparken, the very first chassis built
were not raced as they requiredfuller
development. (Biscaretti Museum)

26
Overhead view of the first 158
prototype. (Biscaretti Museum)

gave him greater scope to work, and put less Prix cars, it would have been 8C-38, but it was
pressure on Jano in his final months at Alfa not then a Grand Prix car and that would have
Romeo. The team that went to work on the been confusing. In any event, in 1938 there
158 project was a small one. There is no evi­ was a change in nomenclature, whereby the
dence that the project, at this stage, had either 308, 312 and 316 referred to engine size and
a Ferrari or Alfa Romeo tipo number or desig­ number of cylinders without reference to the
nation, but there is some evidence that the term year as previously. Some diehards argue that
‘Alfetta’ was already being used. Credit for that ‘Alfetta’referred to the 158, but not the 159 of
term, like the car itself, is attributed to diverse 1951, but this is inaccurate, as the 159 was vir­
sources —the public, team members, Colombo tually the same car as the 158, and by this time
himself. This is an imponderable, but there was the 158 itself was a proper Grand Prix car, no
a precedent for use of the term. Numerous longer a voiturette.
accounts say that ‘Alfetta’ was used after the first The origins of the nickname ‘Alfetta’ will
public appearance of the car because the car was remain another mystery, then, but it was a
smaller than a Grand Prix car; it was a name that came to be synonymous with Alfa
voiturette, and it was relatively small in size, and Romeo victory.
this name came from the ‘public’. The more Borgeson, again, from his discussions with
likely scenario is that the team, some of whom Guidotti and Colombo, probably provides the
had also worked with Jano on the 1500 6-cylin­ best evidence as to the detail of what was hap­
der, recalled that ‘Alfetta’ was used as the nick­ pening at Modena with the 158s. He states that
name for that car, as the engine and chassis were four chassis were laid down at Modena, and
smaller than those of its predecessor. ‘Alfetta’, that these were not revolutionary but relied on
of course, means ‘little Alfa’ in Italian. Pre-war Alfa Romeo state-of-the-art design ideas.
issues of Motor Sport reveal that, when the over­ According to Mike Sparken, a set of chassis was
seas press heard about the car, especially in laid down and tested and found to be wanting.
Britain, they anglicized the name and called the It is not clear whether these were then modi­
cars the ‘Alfettes’. fied and used or whether they were scrapped.
The nomenclature used in the workshop is The disparity in discussions about when testing
not recorded, and it seems likely that the car first took place gives some credence to this
may have also been referred to as ‘158’, denot­ view. It may also be the case that, when the
ing the engine size and number of cylinders. project was moved back to Portello, in Decem­
According to current practice with Grand ber, serious changes were carried out.
27
The Arrival of the 158
The 158 Chassis Braking was by means of hydraulic drums,
The first of the chassis frames built at Modena which were mounted outboard on each hub.
was made up of flat steel tubing, which had The drums were ventilated and had very
a thickness of 0.06in (1.5mm), and was 0.877in prominent fins. The brakes, like most aspects
(22.3mm) wide by 4.8in (122mm) high. The fol­ of the 158, were refined over the years. Power
lowing frames were changed and the width was increases came rapidly, which meant the
increased substantially, to 1.38in (35mm). The brakes needed development. The original size
frame was thus comprised of two sets of parallel and location of the fuel tank, in the tail, also
rectangular-section tubes, joined by four cross­ changed as fuel consumption increased with
members, and the rectangular sections were 18in greater power. Steering was by means of worm
(457mm) apart. The final drive and the engine and wheel gear mounted directly above the
were also used as chassis cross-members, with the clutch housing, with a ‘push-pull’ rod, which
intention that this would produce a rigid frame extended forward underneath the exhaust
assembly. It seems likely that this did not happen system to a bell crank mounted on the front
with the first chassis, and that modifications were cross member. Equal-length track rods were
made. It is also possible that the lack of rigidity split and inclined slightly backwards.
was not discovered until testing had taken place,
leading to further modifications. The 158 Engine
It is useful to note that, in total, only nine
engine blocks were ever cast. This is an indi­ Although there are some variations in
cation of how much development went into Colombo’s early drawings, the major features
the 158 over a period of years. Owing largely of the 158 engine remained reasonably consis­
to financial restrictions, the development team tent and the first engines were hardly altered
was not able continually to produce new parts, in any major way over a long period, although
but had to make the best of what was available. various refinements and a move from single-
The car was therefore under continued devel­ to two-stage supercharger brought enormous
opment, some of which was recorded, and advances in power. The initial design had an
much of which was not. inherent weakness, which was never fully cor­
Front suspension consisted of trailing links, rected in the nine blocks that which were cast.
and there were swing axles at the rear, enclosed (It was quite amazing that Alfa Romeo could
in housings with in-board u-joints based on achieve what it did with cracked blocks!) The
American types. At both front and rear were cylinder liners and single-stage superchargers
six-leaf transverse springs. Hydraulic dampers were made at Portello rather than in Modena.
of a direct-acting telescopic type and friction The straight-eight 158 engine consisted of a
dampers were used, and these were adjustable. light alloy crankcase, which was split on the
The front leaf springs were low-mounted and centreline of the crankshaft, with dry-sump
connected to the wheel hubs, which were lubrication. Colombo had moved the cam
located by the trailing arms. At the rear the drive to the front of the engine, and this
single transverse spring was located under the allowed the use of a shorter block than on pre­
main axle housing and connected to the hubs vious 8-cylinder engines. The scavenge pump
by means of pivot links. Pomeroy (1965, p.36) drew oil from the rear end of the crankcase,
describes the suspension’s ‘salient features after oil had been fed through an external pipe
being swing-axle rear suspension with nega­ to the seven main bearings, and an eighth out­
tive camber and a neutral position, and toe-in rigger bearing adjacent to the flywheel. The
as the wheels rise to the full bump. Front sus­ crankcase itself was finned and the surplus oil
pension is by trailing arms, transverse leaf from the supercharger gears was also drained
springs being used fore and aft.’ back into the sump. The cylinders were bolted
28
 The Arrival of the 158
on to the top of the crankcase, which was cast 450bhp, showing what a solid basic design this
in electron. The cylinders consisted of two was, since very few major design changes had
alloy castings bolted together, and the dry liners been made to it. The suspension had followed
were inserted into the four bores in each cylin­ Jano principles as used on the 8C 2900 and so
der. The crankshaft itself had been machined did the engine, in that the cam followers and the
from a single chrome steel billet. Nye (1989, early blowers were the same as on the 8C 2900.
p.97) had stated that there were eight main The drive from the engine went through a
bearings and a subsidiary ninth, but later multi-plate clutch to the rear-mounted four-
amended this to what Pomeroy had described speed gearbox, which was built in unit with
some years earlier (Nye, 1993; Pomeroy, 1965). the final drive. Here, the term ‘rear-mounted’
(Most of the existing written material on the is a relative one, meaning to the rear of the
detail of the 158, and many other Grand Prix engine, as the gearbox itself was situated under
engines, emanates from the meticulous work of the drivers seat. The final drive unit was
Pomeroy, who subjected engine design and bolted to one of the cross-members of the
construction to endless analysis, and to whom chassis frame. Final drive ratios between 4:1
all historians are greatly indebted.) and 6:1 were used. The gear selector was
Pomeroy (1965, p.34) describes the opera­ located in a left-mounted gate in the cockpit,
tion by which with an oil tank located in the right side. This
a train o f gears drives accessories and two
transmission did not depart from existing Alfa
overhead camshafts from the nose of the
Romeo practice in any notable manner.
engine, also a Roots-type supercharger placed The car was essentially a trim and simple
initially in the centre of the engine on the left machine, designed and constructed to be easy
side o f the crankcase and inspiring through an to work on. The first version of the 158 body­
updraught carburettor which feeds mixture work was not particularly attractive, and it
directly to a manifold placed directly above it. would not have won many prizes for aesthet­
Two valves per cylinder are used with a 90- ics, but it was nevertheless to prove effective.
degree included angle, with central position
for sparking plugs, and the water offtake is by Technical Specifications - The Early 158
four risers m ounted on top o f the cylinder Cylinders 8
blocks directly beneath the exhaust ports. Bore and stroke 58mm X 70mm
Stroke/bore ratio 1.21
There was one plug per cylinder fired by two Piston area 32.8sq in (212sq cm)
Marelli magnetos, which were driven from the Capacity 1480cc
front of the engine. Bore and stroke was 58mm Supercharged Single-stage
X 70mm, with a capacity of 1479cc. The fuel Power 180bhp @ 6500rpm
pump was driven from the rear end of the inlet Piston speed 3,136ft/min (956m/min)
camshaft, and the water and oil pumps from the Valves no. and angle 2 @ 90 degrees
train of gears at the front of the engine. The Horsepower per litre 120
magneto was driven from this train of gears as Gears 4
Wheelbase 98.6in (2.5m)
well. Track Front and rear —50in (1.32m)
When first tested at Modena, the 158 engine Front suspension Trailing arms
was producing 180bhp at 7,000rpm with Rear suspension Swing axle
17.6psi boost from the supercharger. Unsur­ Frontal area 11.5 sq ft (1.07sq m)
prisingly, in view of what was a relatively rapid Laden weight 19.5cwt (991kg)
development, various authors quote different Fuel capacity 37.5 gallons (170 litres)
Maximum speed 168mph (269km/h)
but similar power outputs at this early stage. Tyres 5.50 X 17 front, 7.00 X 18 rear
However, the final figure in 1951 was nearly
29
4 The Racing Begins —1938 to
1940

The Creation o f the ‘N ew 5Alfa work of Mike Sparken eventually located a so-
Corse called ‘lost’ 158; more of this later.
The ‘new’Alfa Corse was wholly owned by
The 158s were being built at Modena under Alfa Romeo, and the separate Ferrari team was
the supervision of Enzo Ferrari, and some placed in the hands of a liquidator. The stated
early testing may have taken place at that stage, intention of Alfa Corse was to develop, con­
although this has not been confirmed. In Sep­ struct and manage new racing cars from a two-
tember 1937, Jano finally got his marching storey building adjacent to the Portello
orders, much against the wishes of the major­ factory. Photographs published of this building
ity of Alfa Romeo and Scuderia staff. On 1 in January 1938 indicated that work on it had
January 1938, Gobbato made an announce­ been going on for some time. The Alfa
ment that came as a shock to most of Italy: Romeo dealership run by Enzo Ferrari was
Scuderia Ferrari was to be closed down and left behind at Modena but everything else
Enzo Ferrari would become the manager of a came to Milan. Alfa Romeo were putting
newly constituted Alfa Corse. their hopes for future racing success in the
This was a blow to Ferrari, who had come 158, even though this would not be a Grand
to believe that Gobbato was happy to let him Prix car. The 3-litre projects also came from
run his part of the Alfa Romeo racing effort Modena so that Alfa Romeo had greater
from Modena. Ferrari would be based at control over the general racing effort, and this
Portello under the new arrangements and all amounted to a serious criticism of Enzo
the staff and equipment would be moved from Ferraris work. It does, perhaps, seem odd that
Modena to Portello. Venables (2000, p. 131) Ferrari was kept on, or it would have seemed
says this included ‘the partly built 158s, with so at the time; perhaps his future departure was
all the jigs and all the components for these already on the cards?
cars’. The term ‘Tipo 158’ would appear to With the return to Portello, a great weight
date officially from the return of the cars to of responsibility fell on the shoulders of
Portello. Giacchino Colombo to design, improve and
There remains a question over whether any develop the contenders for Grand Prix races,
of the cars had in fact already been completed as well as the 158s for voiturette races, once the
and tested, and, if so, what was transferred to decision was made by Alfa Corse to race these
Portello could have been revised chassis, or cars in that category in 1938. It is impossible
possibly even new chassis if early testing had to say whether there was a clear decision not
found the ‘originals’wanting. This uncertainty to enter these events until later in the year. It
has occasionally left the door open to those is more likely that there just was not enough
who would like to believe there were addi­ time for Colombo and the team to get the
tional chassis left at Modena! The detective Grand Prix cars and the 158s going as well.
30
 The Racing Begins — 1938 to 1940
Venables (2000) argues that the 158 had been been entered for that race, including six private
tested at the end of 1937 by Marinoni, on one Tipo Bs, or P3, and Chris Staniland’s Multi-
of the autostrade. It seems possible that this Union, but only Ken Evans’ P3 showed up; he
might well have occurred when other cars was fourth. Jean-Pierre Wimille was a retire­
were getting similar tests. Records were not ment in his Type 59 Bugatti.
kept for testing as they are now, and it seems In mid-May, the first major race of the year,
quite likely that the cars went out more times the Gran Premio Di Tripoli, took place at the
than were ever noted for posterity. Mellaha circuit. Sixteen 1500cc voiturette cars
In the early months of 1938, Alfa Corse was were also invited, but all of these were Maserati
engaged in signing drivers for the coming 4CMs or 6CMs. It was a tragic race for Alfa
season. Tazio Nuvolari had been seriously dis­ Corse as Eugenio Siena’s works 312 crashed
couraged by the unreliability of the Grand while lapping a slower car, with fatal results for
Prix cars, and had had a number of accidents, Siena. Then Giuseppi Farina, a driver always
but he signed a contract nevertheless. Within known for his aggressive style, touched the
weeks he had another accident, at Pau. He said Maserati 4CM of Laszlo Hartmann. Hartmann
he was retiring and made it clear to the press was killed, and Farina suffered minor injuries.
that he was very unhappy with Alfa Romeo The forty-lap race went to Hermann Lang’s
and the cars he had been given. This led to a Mercedes W154. Raymond Sommer managed
rebuke from ‘certain Fascist quarters’ about to salvage fourth in his works 308, but that was
giving press interviews. poor compensation considering the effort Alfa
There were ten Grand Prix races in 1938, Corse had made for this race, with two 312s, a
and fourteen voiturette races. Alfa Corse 16-cylinder and the 308. The Alfa Romeos
entered eight and ran in seven of the former,
and six of the latter, not entering any
voiturette race until August, as the major focus Emilio Villoresi
remained on the Grand Prix events. ‘Mimi’Villoresi has always tended to be overshad­
owed by his older brother Luigi, and rather less is
known of the details of his early driving career.
Grand Prix Disappointment Born in 1913, he raced small Fiats for some time,
Emilio Villoresi had been brought into the competing in the Mille Miglia. Like his brother,
Alfa Corse team to partner Tazio Nuvolari in he raced a 1.5 Maserati in voiturette races, and was
signed to drive for Scuderia Ferrari in 1937. He
Grand Prix races to the new 3-litre formula. finished third at the Coppa Principessa Di
This was a very short-lived partnership; Piemonte at Posillipo in Naples in a 2900A
Nuvolari s Pau crash in practice saw his depar­ behind Farina and Biondetti, and was third again
ture from the squad, and Villoresi himself had a few weeks later, this time behind Trossi and
a fire in practice, so neither of the 308s started Tadini, at the Circuito Della Superba in Genoa.
the race —a bad omen for the season. Rene These were relatively minor races but there were
Dreyfus scored a good win at Pau in the Dela- good drivers in the field. Villoresi also drove a
Scuderia Ambrosiana Maserati 6CM in five
haye 145 from a Mercedes W154 shared by voiturette races in 1937, where he won heats, then
Lang and Caracciola. often led, and was forced to retire with mechani­
The 308s entered for Nuvolari and Giuseppi cal problems. In 1938, he raced the 308 at Pau,
Farina did not materialize at the next race, at where he had a fire in practice, and he practised
Cork in Ireland, and Dreyfus won again, and it for the Italian Grand Prix at Monza but was a
seemed at first that the German cars expected reserve driver for the race in the 308. He made his
supremacy would be challenged. Sadly for 1938 voiturette debut at the Coppa Ciano Junior
race in the 158. He came to be considered the
Dreyfus, his ‘winning streak’ did not continue. quickest of the pre-war 158 drivers.
In fact, ten Alfa Romeo-powered cars had
31
The Racing Begins — 1938 to 1940

and some of the Maseratis had been able to Brauchitsch rejoined, but crashed, claiming the
match the pace of the Mercedes in practice, but steering wheel had come off, and that he would
could not sustain it in the race, and, in many have won, although team members have said
ways, that was the end of any opposition to that neither claim was true!
Mercedes for the 1938 season. Seven voiturette races had been run by the
No Alfas went to Reims in July, where von time the Coppa Ciano at Livorno was due to
Brauchitsch won in the W154. A few weeks be run on 7 August 1938. This was the type of
later, Nuvolari —out of retirement, and having event to which many organizers aspired, with a
defected to the opposition —showed up in an full Grand Prix supported by a high-quality
Auto Union for the German Grand Prix at the 1.5-litre voiturette race. The Italian National
Nürburgring. It was a move that did not go Championship was now being run to the
down well at Alfa Corse, or with Mussolini, 1500cc regulations, and that gave added impor­
although the latter could hardly argue as the tance to the events. The smaller division had
Mantuan was driving for his ‘colleague’. The been dominated by either 4CM or 6CM
race went to Englishman Richard Seaman in Maseratis, which were virtually the only cars in
one of five W154s. Farina and Clemente Bion- Italian races. In other events in France, and at
detti both retired the 312 Alfas and privateer the Cork race earlier in the year, there had
Renato Balestrero finished a creditable seventh. been a handful of ERAs, Talbots, MGs, an
This was the race which history has was in the Alta, the occasional Bugatti and Delage.
hands of von Brauchitsch until a huge fire However, testing had been taking place with
during his pit stop put Seaman in the lead. Von the 158s, and three cars were entered for Emilio

The first public mewing of the 158 was at testing at Livorno prior to the Coppa Ciano Junior race, in August 1938. (Alfa Romeo
Storico)

32
 The Racing Begins — 1938 to 1940

Villoresi, Clemente Biondetti and Francesco Francesco Severi

Severi.
After limited testing, the team managed Severi is something of a mystery man, and there
to improve the power output of the 158 are references to a Giulio and Guido Severi, as
8-cylinder engines to 195bhp at 7,000rpm, well as a Francesco, but it is thought that these all
refer to the same person. (There is also a Martino
mainly by increasing the manifold pressure. Severi, who tested for Ferrari, but he was involved
According to Ludvigsen (2001, p.67), Scude- a number of years later.) Francesco Severi was
ria Ferrari s chief tester, Attilio Marinoni, was racing Scuderia Ferrari cars as early as 1931,
out in the car in June, pronouncing it com­ taking the wheel of an Alfa Monza at Pescara. He
petitive. Hull and Slater (1982) confirm this, won the Targa Abruzzo sports-car race in 1934
and were probably the source of the original with Franco Cortese, and did it again with the
information. Unfortunately, Hull and Slater same partner in 1935. In 1936 he appeared in an
Alfa 8C-35 in several races including Tripoli and
had such a wide brief for their research that the Eifelrennen at Nürburgring, and he and
much of their detailed knowledge is not Raymond Sommer won the Spa 24 Hours in a
recorded. Francesco Severi carried out testing 2900. Severi entered a Maserati 6CM at the
at Livorno in the days before the race, and it Tripoli Grand Prix in 1937, finishing seventeenth
was evident then that the three cars could be overall and third in the voiturette class. He crashed
competitive with the Maserati opposition. a 3.7 6C Maserati in the German Grand Prix. He
In the main Coppa Ciano race for Grand completed the rest of the season in voiturette
races, eight in total, gaining a number of top three
Prix cars, works Alfa 312s were entered for finishes, including a win in the XXVIII Targa
Farina, and for new team member Jean-Pierre Florio (run as a single-seater race in a park in
Wimille, while Balestrero’s private 308 was in Palermo). Severi was running his own 6CM
the hands of Vittorio Belmondo. Farina and Maserati, although twice he appeared in a works
car. He won the Spa 24 Hours again in early 1938
Clemente Biondetti before racing the 158.
Venables (2000, p.133) refers to Severi as one of
Biondetti was a native of Sardinia, and started as Scuderia Ferraris ‘competent drivers’, and else­
a motorcycle racer in 1923, moving to cars four where he is variously viewed as ‘an occasional test
years later. He raced a variety of machines, driver’. According to Hull and Slater (1982), he
including Talbot, Maserati and Alfa Romeo, distinguished himself by his sports-car drives, but
winning the Italian Championship for llOOcc this underestimates his experience and skill. He
cars in 1929 and the 1500cc class in 1930. He was was far more than just a sports-car driver, and his
a works Alfa Romeo driver for the first time in testing input influenced the rapid development of
1936, coming eighth in the Mille Miglia. In the 158.
1937, he drove the Scuderia Ferrari Alfa Romeo
12C in the same race at Naples where Villoresi
was behind the wheel of the 2900A, beating him
by one place. He retired in the Genoa race in the Maserati 8CTF driver Carlo Trossi both gave
3.8 12C (he had driven the 4-litre version at the three Mercedes drivers a difficult time.
Naples). He retired at the Monaco Grand Prix in
the Scuderia Maremmana Maserati 6C, and from
Trossi was quickest in qualifying, and he and
the Italian Grand Prix in the 4-litre 12C again. Farina bracketed Carraciola and Lang on the
Like Villoresi, he found himself doing a number front row. Trossi led some of the race until he
of Grand Prix races in 1938. He qualified the Alfa had brake and engine problems. Farina then
Corse-entered 316 on the front row of the grid finished second to Lang, with Wimille having
in Tripoli and ran well until forced into retire­ handed over to Biondetti in the other 312,
ment. He was in the 312 at the Nürburgring but which came third. It was a good race for the
crashed on the second lap. He was a versatile Italian teams, but nothing compared to what
driver, coming to prominence in long-distance the voiturette cars had done in the earlier sup­
sports-car races particularly. porting race.
33
The Racing Begins — 1938 to 1940

Francesco Seven see in the first public testing o f the 158 at Livorno, August 1938. (Alfa Romeo Storico)

First Race for the Alfetta Manfred von Brauchitsch were both admirers
It seems fair to say that no one expected the of the new-look Alfa Romeo 158, or ‘Alfetta’,
Coppa Ciano Junior on the Montenero circuit as the public came to know it.
at Livorno in Italy to be a major turning point The main opposition would come from
in the racing of the period, never mind in Emilio Villoresi’s brother Luigi in his works
motor sport in general. Twelve Maseratis, a 6CM Maserati, and from the Scuderia
mix of 4CMs and 6CMs, turned up for the Ambrosiana 6CM of veteran Franco Cortese.
race on 7 August 1938, and these were all cars German Paul Pietsch, who would figure in the
which had been contesting the numerous Alfa Corse history some years later, was there
voiturette races. The only ‘outsiders’ were with his own 4CM, along with Aldo Marazza
three red Alfa Romeos. They were seen as in a 4CM. They were all drivers who had
both different and more attractive than the proved themselves in the closely fought
Maseratis, although in fact the ‘cheese-cutter’ voiturette races for the last few seasons. Luigi
grille and front-end shape of the new car was Villoresi’s Maserati engine had been uprated by
not aesthetically brilliant, and would be the factory with a light alloy block and a
changed the following season. Still, the number of changes to the suspension, and atten­
knowledgeable and the local race-goers tion had been paid to reshaping the body for a
flocked to see the new cars. Photographer better aerodynamic effect. Word of the Alfa
George Monkhouse and German driver testing had been leaked — hardly surprising,
34
The Coppa Ciano Junior race, 7
August 1938, at Livorno. This first
racefor the 158 saw a victory for
Emilio Villoresi in number 14 with
Seven (26) seventh and Biondetti (24)
second. (Alfa Romeo Storico)

since much of it was done on public roads and 82.75mph (132.5km/h), with Biondetti two
autostrade. Indeed, it was not unusual for the seconds behind him. An Alfa 1-2-3 was
competition to show up and watch a team ruined as Severi had a spin and another stop
testing, with their own stopwatches in hand. As for new plugs, so he was seventh. Aldo
late as 1963, testing was still being done out in Marazza in the second works Maserati was
the open; Carlo Chiti’s ATS had its first run on third, from Cortese, Barbiéri and Ruggieri,
the dirt roads of the farm where he was putting with Severi another lap down. The Maserati
up his new factory! drivers just could not contain the Alfas, and
Practice on the street circuit ended with the Emilio Villoresi set fastest lap at 85.69mph
three Alfa Romeo 158s on the front row. (137km/h).
Francesco Severi was quickest of all, on 2min The Coppa Ciano Junior had been an
32sec, ahead of team-mates Emilio Villoresi amazing debut, and, although not a Grand
and Clemente Biondetti, and a full three Prix, was an indicator of what was to come.
seconds faster than the Maserati of Luigi Vil­ Enzo Ferrari was in the pit that day with
loresi. Commentators on the event have sub­ Gioacchino Colombo to see ‘their’ car win its
sequently argued that the previously dominant debut event.
Maseratis had been rendered obsolete as soon Overseas news of the Alfa Romeo victory
as the race was under way. This may seem to was quick to break, Motor Sport (Sept. 1938,
have been something of an overstatement but p.340) acknowledging that the appearance of
it turned out to be accurate. the Alfas ‘was undoubtedly the most impor­
Cortese, Pietsch and Edoardo Teagno were tant event of the month . . . at Livorno where
on the row behind the first four as the flag they won, they never gave the slightest
came down, and Franceso Severi led for most trouble’. The magazine even ran a photo of
of the first lap until Luigi Villoresi got past, Severi, although it had been taken the follow­
with Biondetti and Emilio Villoresi chasing ing week at Pescara, not at Livorno.
Severi. On the fourth lap, Emilio was up to
third, and Severi dashed into the pits for a Failure at Pescara
long stop. Luigi Villoresi led until just before
half-distance, but he was driving the Maserati The Italian motoring press was glowing in its
on the limit and the engine could not take the tributes to what Alfa Romeo had accom­
strain. The two Villoresis had run very close plished. The win in the voiturette race and a
together, and younger brother Emilio took reasonable showing for the Grand Prix cars
over as Luigi was forced to retire. In the end, had gone a long way towards restoring Alfa’s
Emilio won the twenty-five-lap, 90-mile waning reputation. However, the team’s joy
(145km) race at an average speed of proved to be slightly premature.
35
The Racing Begins - 1938 to 1940

One week after the voiturette race, the Pescara road circuit had severely tested the
teams moved south to Pescara for the Coppa new Alfa 158. In fact, neither Severi nor
Acerbo, on 14 August. It was an exceedingly Emilio Villoresi could match the speed of the
busy race programme, with a six-hour sports- Maseratis in the race, although at one point
car race on the Saturday, followed by the Severi was being timed at over 140mph
Coppa Acerbo Junior race in the morning on (225km/h) for a sustained period on the long
the Sunday and then the Grand Prix cars. Two straight.
158s, now regularly being referred to in the It is the view of Venables (2000) that Emilio
press as ‘Alfettas’, were entered for Emilio Vil- Villoresi s carburation set-up could not cope
loresi and Francesco Severi. Biondetti was with the change of altitude, as the circuit ran
being saved for the main event, in which he from the sea into the mountains. Hull and
was driving a 312. It was a smaller field for the Slater (1982) argue that the cars had spark­
Junior race, but nevertheless an experienced plug problems and later histories tended to
one, with Marazza and Luigi Villoresi in the repeat the view that somehow the spark plugs
works 6CM Maseratis, Ettore Bianco in a were at fault. Most subsequent comments
4CM and Pietsch again in his 4CM; the only about the performance in that first season
non-Italian car was Luigi Plate’s Talbot 700. As were based on the remarks of Laurence
had happened the week before, the 158s were Pomeroy (1965), who described what actions
quickest in practice, with Emilio Villoresi this Alfa Corse took at the end of the season to
time taking pole from Severi, and Marazza also improve reliability. It would appear that no
on the front row. one at the time ever seriously questioned
The race turned into an Alfa shambles what the problems were. Motor Sport's ‘Aus­
almost immediately when Emilio Villoresi länder’, in his ‘Continental Notes and News’
went off the road just after the start and pitted, (Sept. 1938), also accepted the story that the
retiring on the second lap. Severi then had a plugs could not cope with the altitude
long stop and he dropped to fourth at the end changes, and predicted that this would soon
behind Luigi Villoresi, Paul Pietsch putting in be cured.
an impressive performance, and Barbiéri, as Fortunately, Griff Borgeson pursued the
Marazza had also retired. The Alfa unreliabil­ question through his good relationships with
ity took everyone by surprise after the previ­ ex-Alfa Corse personnel, and used his inside
ous weeks victory; the long 15-mile (25km) knowledge to write a two-part tribute to the
On 14 August 1938, Severi (8) was
fourth at the Coppa Acerbo Junior at
Pescara, while Emilio Villoresi retired.
(Alfa Romeo Storico)

36
 The Racing Begins — 1938 to 1940
Alfetta in Road and Track (March and April that it indicates that either Alfa Corse were not
1965). Borgeson probably knew more about willing to share information in the period, or
the people at Alfa Romeo over the period of that they were never asked . . . or both!
its history than anyone else, certainly outside The Coppa Acerbo for full Grand Prix cars
of Italy. He sums up his discussions with followed the voiturette event. With three
Colombo and mechanic/test and race driver Mercedes W154s for Caracciola, Lang and
Consalvo Sanesi as follows: von Brauchitsch, and Auto Union Type Ds
for Muller, Nuvolari and Hasse, optimism
It was during this early period (between the about Alfa’s fortunes were guarded as Farina
races at the end o f 1938) that the one real in the 312 was only on the third row, and
weak point o f this engine manifested itself. Biondetti and Vittorio Belmondo, also in
T he bearing caps were held in the magne­ 312s, were slower. Luigi Villoresi in the
sium crankcase by two short bolts each. factory Maserati 8CTF was two places behind
Directly above them were short hold-dow n Farina. After three hours of racing, Caracci-
bolts for the cylinder blocks. It was between ola’s Mercedes was the only German car still
the ends o f these upper and lower bolts that running, and a restrained Farina finished a
each o f the original four crankcases devel­ good second, four minutes behind, with Bel­
oped large and serious cracks. Colom bo mondo five minutes further back but still on
pleaded for new castings in w hich he could the winner’s lap. Comotti’s Delahaye was a
run big single bolts from cap to block and further lap behind. These were the only fin­
thus eliminate the repetition o f this failure. ishers, so Alfa Corse went away with some
B ut this was never a large-budget operation sense of achievement.
and his m anagem ent told him to make the
best o f w hat he had, w hich he did. H e drilled
the cracked cases, installed the new through Withdrawals and a Win
bolts, and in this patched up form the engine The Swiss Grand Prix at Bremgarten took
w ent on to develop ever-higher output for place a week later, and Alfa Corse had made
another dozen years. And o f course no one entries for Farina and Jean-Pierre Wimille in
ever knew. (Borgeson, R o a d a n d T rack , March 312s, and for Emilio Villoresi and Raymond
1965, p.56) Sommer in the Prix de Berne for voiturettes.
Farina trailed home in the big race behind
The timing of Colombo’s intervention to three Mercedes and Stucks Auto Union, and
effect repairs is unclear. The team missed the Piero Taruffi was sixth in a Scuderia Torino-
next two races and returned a month later to entered Alfa 308. The 158s were withdrawn
win, but then the cars failed again a week later. from the Prix de Berne after the Pescara disas­
Temporary work may have taken place after ter so that some work could be done before
the Coppa Acerbo meeting, but it seems more the next Italian races. Alfa Corse did not want
likely that it was done at the end of the season. to do badly in one of the most prestigious of
There are also reports that six cars were com­ the voiturette races, and the Swiss crowd were
plete by this time, so it has to be assumed that happy when one of their own, the relatively
the same weakness in the blocks had to be little known Armand Hug, in his Maserati
dealt with in the other two engines. Indeed, 4CM, won the final after two heats.
there is some suspicion that all nine blocks that A single car was entered for Emilio Villoresi
the team used over the period of 1938 to 1951 at the Coppa Edda Ciano at Lucca on 4 Sep­
had some cracking, and this was evident in the tember, but a more important race was
engine of the Mike Sparken car. One interest­ coming up at Monza a week later, so the 158
ing aspect of this little-known occurrence is was again withdrawn. Luigi Villoresi won the
37
The Racing Begins — 1938 to 1940

race in his works Maserati 6CM from Franco Attilio Marinoni

Cortese, and Paul Pietsch managed third, with Marinoni was not a well-known public figure, and
Villoresi securing the Italian 1500cc Champi­ was generally described as an ‘Alfa Romeo test
onship. driver’. This was partly true as he did most of his
On 11 September, the Italian Grand Prix testing on Alfa Romeos, but he was also a chief
and the Gran Premio di Milano for voiturette mechanic at Scuderia Ferrari and had done some
cars were to be run at Monza. Alfa Corse was serious races, although not as many as Severi. He
making a major effort for this final important was born in 1896, so he was already 42 when he
drove the 158 at Monza. In 1934 he was third in
race of the season; two 312s for Piero Taruffi the Marne Grand Prix and fifth in the Italian
and Wimille, and two 316s for Biondetti and Grand Prix, then fourth in Belgium in 1935, and
Farina were entered, and private 308s were in fourth in the Italian Grand Prix. He went to the
the hands of Belmondo and Pietro Ghersi. No Rio de Janeiro Grand Prix in 1937 but did not
less than four 158s were wheeled out for prac­ finish, and in 1937 he was eleventh at the German
tice, for Emilio Villoresi, Raymond Sommer, Grand Prix. He drove the Scuderia Ferrari 8C-37
Francesco Severi and test driver Attilio Mari- in that race, was on the same row of the grid as
noni. The opposition was almost all Maserati, Severi and Sommer, and was the only Alfa
running at the end. The Monza race was his only
with the exception of Arthur Dobsons ERA event in 1938, although he did the bulk of the
B and Plate’s Talbot. limited testing that was carried out that season,
Emilio Villoresi was on form in practice at and was regarded as an expert test driver as he was
Monza and he and Sommer headed the first also a skilled mechanic. He was a good example of
row from Luigi Villoresi, with Severi next and that group of test drivers/mechanics, like Severi
Marinoni on the third row. The opening laps and Sanesi, who were also capable racing drivers.

The 158 at Milan in September 1938, before the Gran Premio di Milano at M onza, on 11 September 1938. (Biscaretti Museum)

38
 The Racing Begins — 1938 to 1940

Raym ond Som m er

Sommer was born in Paris in 1906 and rapidly estab­ in 1932 in the 2.3 with Luigi Chinetti, and again in
lished himself as soon as he began racing in 1928. His 1933 with Nuvolari. He did a number of Grand Prix
father was one of Frances pioneer aircraft manufac­ races in 1934, with some results and a number of non­
turers. Sommer was probably the most committed, finishes, had a better season in 1935 when he won the
never-give-up driver of the pre-war period, and he Comminges Grand Prix, won the French Grand Prix
turned down a number of works drives to be inde­ in 1936 and the Spa 24 Hours, and had more sports-
pendent. He seemed to relish the task of running out­ car victories in 1937. He drove the Alfa Corse 308 at
classed machinery against works opposition. He drove the Tripoli Grand Prix in 1938 and was fourth, the
for Alfa Romeo in sports cars, and he won at Le Mans best-placed Alfa Romeo.

A rare photo o f Raymond Sommer signed to ‘Toulo’ de Graffenried; Sommer was only tenth at Milan, (de Graffenried
Collection)

were scintillating, with Alfa and Maserati for plugs, an indication that the engine
almost indistinguishable. Sommer held the problem had possibly not been sorted by this
early lead and Marazza, Severi and Pietsch stage. Alfa Corse did not say this time that it
got past the Villoresi brothers, who were had to do with the altitude, and were just as
embroiled in their own fight. It was a twenty- happy that Emilio moved into the lead on the
five-lap race but the strain started to take a toll fifth lap, when his brother’s Maserati engine let
at an early stage when Raymond Sommer go. As various cars pitted, Marinoni found
made the first of a number of stops, allegedly himself in third, behind Severi, but then he
39
The Racing Begins — 1938 to 1940

stopped on lap 17 and retired three laps later Emilio Villoresi took a very welcome win
for unspecified reasons. by one second from the flying Severi, with
On the last lap, Sommers engine caught fire Hug third, Cortese fourth, and Marazza cred­
on the run-up to the flag, probably because of ited with fifth. Sommers stops saw him finish
a broken piston, according to Venables (2000). tenth. Alfa Corse were left in the puzzling
It is thought that Marazza, who had stopped position of having two cars that finished bril­
and then regained third place, was distracted, liantly and two that broke.
missed the flag and drove flat into the Lesmo In the Grand Prix race, Farina did another
corner. He crashed into the trees and died later face-saving job for Alfa Corse by coming
from his injuries. Marazza was mourned as a second to Nuvolaris Auto Union. The defeat
great talent who had yet to peak; it was very of the Mercedes, unexpectedly, and Nuvolari
likely that he would have been signed by Alfa winning at Monza tended to overshadow
Corse for 1939. Farinas good drive, while Biondetti was
The 158s heading the grid at the
Gran Premio di Milano: Sommer
(centre, 2), Severi (far side, 16), and
Villoresi (closest to the camera, 8).
(Alfa Romeo Storico)

S. E. D I N O ALFIERI MOSSIERE DEL G . P. M I L A N O

14 3 5 4

The 158s lead away at the drop of the

flag at M onza. (Alfa Romeo Storico)

40
Francesco Severi was one of a number
of Alfa Romeo test drivers who did well
in selected races. He was second to
Villoresi at the Gran Premio di
Milano at Monza.

Bttwww
illiuw
\\\m
Siwm

fourth and Ghersi sixth. Only these six fastest of all, from Biondetti, Luigi Villoresi,
managed to complete the distance. It looked Emilio on the second row, with Cortese, and
like a positive omen for Nuvolari and the revi­ then Ghersi, Pietsch and Sommer.
talized Auto Union for the race at Donington The Maseratis charged away at the start,
five weeks later, and, indeed, he totally domi­ Luigi Villoresi towing Franco Cortese away
nated that last race of the season. Mercedes from the pack at first, with the 158s of Emilio
went but no Alfas were entered. Villoresi, Severi and Biondetti opening a gap
The final voiturette race in 1938 was sched­ to Pietsch and Sommer. Then Biondetti
uled for 18 September, a week after Monza, at moved to the front and just as quickly was
the Circuito Di Modena. There was some rushing into the pits after only four laps of the
doubt as to whether the race would go ahead fifty-five-lap race on the 2-mile circuit. Emilio
as war was coming ever nearer; German and moved to the front as his brother retired —
Italian activities in Africa and Eastern Europe again — and Severi chased Cortese. Then
made many commentators feel that conflict Sommer made a stop with no oil pressure, fol­
was now inevitable. The race was not can­ lowed by Severi with the same complaint. The
celled, however, and Alfa Corse had an ambi­ bearings were apparently beginning to break
tious entry of four cars, for Emilio Villoresi, up, but Emilio Villoresi looked safe until half­
Severi, Sommer and Clemente Biondetti distance, when Cortese caught up and went
(who was free from Grand Prix commit­ past. Emilio was having his brakes fade, and
ments). Again, the opposition was all Maserati then he was in the pits and out of the race, and
with the exception of Arthur Dobson, who all the Alfas had retired.
remained in Italy with his ERA, which had Villoresi had set fastest lap, at 65.91mph
broken a half-shaft at the start at Monza. (The (105km/h), but that was little consolation.
English drivers often came in for criticism in Oil-system and bearing problems were given
Italy and at home for not supporting the as the reasons for all the 158s going out, and
1500cc racing abroad. Good start and prize the promise they had shown earlier in the
money was given to foreign entries, but most season remained just that. Severi also had his
preferred to race at Brooklands and Doning­ suspension break, the first time that had
ton for far less.) Dobson improved his Monza occurred. The cars were clearly very quick,
practice performance by moving up to the but had not done enough races to establish the
fifth row of the grid at Modena. However, the reputation that would come later. Alfa Corse
Alfas were quickest again, with Severi again also knew there was a major difficulty to sort
41
The Racing Begins — 1938 to 1940
out over the winter to get ready for 1939, if ‘axis’. He was ambivalent, wanting to extend
there was to be a 1939. his own power and influence, wanting to use
In the end, Cortese won the Modena race, Hitler’s support to achieve this, and perhaps
Armand Hug was second and none other than hedging his bets against Hitler’s plans not
Arthur Dobson in his ERA was third, taking coming to fruition. He must surely have been
home a fair amount of prize money. Plate was involved in using motor racing in much the
the fourth and final finisher. ‘Ausländer’ in his same way as Hitler did. Mussolini also sup­
column (Motor Sport, October 1938, p.373) ported the ban on Italian drivers and teams
expressed surprise that the Alfas had failed, but competing in France in 1939, and it was made
in an optimistic mood was predicting that the clear that Alfa Corse were not to use non-
new 158 was going to be sold to private cus­ Italian drivers. Raymond Sommer, however,
tomers, that Louis Chiron was already orga­ was kept on for some sports-car races, and he
nizing the purchase of more than one, and that had a 308 available to him as a non-works
a ‘well-known English driver [had] been in entry for Grand Prix events.
direct negotiation with the factory’. Who this
might have been is unclear, and no such Engine Revisions for 1939
rumours seem to have appeared in the Italian
motoring press, or in the reminiscences of Alfa At the end of the 1938 season, it was clear that
Corse personnel. This odd story was followed 1500cc racing would be very important to
up in the November issue of Motor Sport, with Alfa Romeo the following year. Colombo,
‘Ausländer’ indicating a belief that Alfa Corse from his Portello base, had to find a remedy for
were selling all the cars and building new ones, the reliability problems which had affected the
and that at least two English drivers who had 158 engines. It became clear that the basic
raced on the Continent were making serious engine was capable of very considerable devel­
enquiries. All of this speculation tended to opment, and that a great deal of power could
divert attention from the possibility of war, be extracted from it, especially by use of super­
although there were a few acid comments charging and the relatively simple expedient of
about the ‘Rome-Berlin axis’. increasing manifold pressure. However, the
In the political climate that existed at the power increase put additional strain on many
time, those with an interest in motor sport, of the components and the engine would not
especially a vested interest, were inclined to see run efficiently. Beyond 7,200rpm, the existing
that what they cared about would survive. All plain rod bearings would ‘wash out’.
the important Italian races in 1939 were to be Borgeson (Borgeson, Road and Track,
run to the 1500cc rules rather than the current March 1965, p.57) detailed the solution that
Grand Prix rules. There was concern in Colombo put into practice as follows:
Britain about this —not that the Italians were
trying to have it their own way, but that it T he remedy was found in needle bearings,
might open the door to Continental success w hich em bodied some interesting touches.
for the ERAs. Certainly, the Italians were There were ‘big’ needle bearings w hich alter­
looking to ensure success for Italian cars, but nated with ones w hich were 0.0008in.
there was also a political edge to this move, and smaller. T he smaller ones had blunt ends
it is difficult to imagine that Mussolini had not because they acted as guides between rod and
been consulted. Making all Italian races run to crankshaft and their ends were chamfered for
the 1500cc regulations would reduce the oil flow T he larger needles had radiused ends
impact of German wins. The move came at a for the same purpose and the microscopic
time when Mussolini was being pressed to difference in diameter between the two pro­
establish a firmer alliance with Hitler and the vided perfect clearance for oil film. These
42
 The Racing Begins — 1938 to 1940

bearings and the through bolts put an end to This gave the rest of Europe time to prepare
the Alfetta s lower-end troubles and the top for the war to come and Mussolini was seen,
end was never significantly changed, except in some circles, and for a short time, as a
for one major change to the cooling system. peacemaker; in hindsight, he was a go-
between who would not oppose Hitler with
Laurence Pomeroy (1965) confirms that the force. Even at the beginning of 1939, Mus­
power output had risen to 225bhp at 7,500rpm solini was attempting to retain some degree of
after the engine had been modified to the neutrality for Italy.
roller needle-bearing crankshaft arrangement
instead of the rod bearings. Pomeroy also con­ Ricart’s Projects
firms that the engine specifications remained
largely unchanged from this point, although Some name Wifredo Ricart as the father of the
efficiency and power were increased at a later 158, but his role in the 158 story is mostly a
stage. matter of speculation. Certainly, the claim of
Somewhere in this period of development, his paternity is inaccurate, but his position as
it was also decided to dispense with the single technical consultant to the general manage­
exhaust system and replace it with a dual ment and head of the special projects section
system with a single manifold and exhaust pipe did give him authority and responsibility in
serving cylinders 1, 2, 7 and 8, and another diverse areas, and he had freedom to hire the
manifold and pipe serving the others. It was people he wanted. In 1938, he recruited
later discovered that this could be modified Orazio Satta, who would become a key person
further by having the two manifolds feed into in the post-war years. The special projects area
a single exhaust. This would improve torque included Alfa Corse, and thus, technically, as
on fast circuits, and the full dual system was Director of Alfa Corse, Enzo Ferrari answered
more efficient for the remainder of circuits to Ricart, although he acted as if that were not
with slow, medium and some high speed ele­ the case.
ments. Ricart masterminded the design of the
All of these developments occurred against Tipo 162. The design work started in late
a backdrop of worsening European relations, 1937 and was progressed through 1938—39 as
and an increasing alliance between Germany the 308, 312 and 316 were being raced in
and Italy. Mussolini had, or thought he had, Grand Prix events. The 162 incorporated
something of a restraining influence on some Ricart’s two-stage supercharger, and this was
of Hitler’s ambitions. In the spring of 1938, the first-ever automotive use of a two-stage
Hitler annexed Austria, which had been blower. Ricart intended to try this on the 158
clearly opposed by the Italian dictator, but before the war but he was insistent on it being
there was little he could do about it. It seemed carefully developed first. This supercharger
that Hitler and Mussolini played a long-term was made up of two low-pressure, three-lobe
cat and mouse game with each other, each Roots blowers, a pair of similar high-pressure
requiring the others support in various ven­ blowers, a centrifugal diffuser and two three-
tures. The atmosphere deteriorated consider­ barrel downdraft carburettors. It was consid­
ably at the end of the summer and into the ered a technical masterpiece and, when mated
autumn as Hitler pressed his plans to occupy to the 162’s 3-litre V-16, immediately pro­
Czechoslovakia, while Mussolini tried to hang duced 490bhp at 7,800rpm. The car ran for
on to being neutral. By the end of September, the first time in April 1940; just two months
Neville Chamberlain had made his famous later, Italy found itself at war.
trip to Munich, and effectively the door was Ricart was equally involved in the design of
open to Hitler to go into the Sudetenland. the radical 512, a 1.5-litre flat twelve lying
43
The Racing Begins — 1938 to 1940

behind the driver. Ricart was one of very few Racing in 1939
people who could see the wisdom of Auto There were only seven Grand Prix races in
Union’s approach, but his engine, also with the 1939. Alfa Corse sent official entries to only
two-stage supercharger, produced 335bhp at one, the Swiss Grand Prix, and that was for the
8,600rpm. That was a remarkable and record­ 158s as 1500cc cars were invited to fill the
setting 225bhp per litre, 90 more than the field. Where 3-litre cars appeared, they were
Alfetta. Not even the Mercedes W165 could entered under the name of the driver: Sommer
match that. Sadly, the car never raced, and the in a 308 at Pau, where he was third; Farina in
war put an end to both the 512 and 162, a 316 at Spa, which retired, and Sommer in a
though much of what was learned from these 312, which was fourth (both works cars, of
projects was applied to other cars, especially course); and Sommer at the Nürburgring in a
the 158 in the post-war period under the guid­ 308, which retired. Hermann Lang won four
ance of Satta, who had collaborated closely races for Mercedes and Caracciola one, while
with Ricart. Hermann Muller and Tazio Nuvolari won
one each for Auto Union.
Fourteen voiturette races were scheduled
Ricart or Ricardo? for the year, and Alfa Corse despatched cars
Wifredo Ricart played an interesting role in the to only four of these, one of which was the
development of Alfa Romeo, especially in the race combined with the Swiss Grand Prix.
racing department, although his influence spread The last race of the season, the Bangkok
much wider than that. He had been brought to Grand Prix, was cancelled as war had com­
Italy personally by Ugo Gobbato, and that had
immediately upset Jano and his supporters. Enzo
menced, and it seemed likely that the
Ferrari never liked him, was threatened by his
Yugoslav Grand Prix would also be cancelled.
power, and never missed a chance to vilify him. It only took place because the German teams
Griff Borgeson has a collection of stories that were in the country when Germany invaded
exemplify the negative feelings towards lo spagnolo Poland, on 1 September. Nuvolari drove his
or ‘the Catalan’, as he was sometimes referred to. Auto Union to victory over the Mercedes of
Once, Enzo could not resist asking Ricart why he von Brauchitsch, the Auto Union of Muller,
wore what Ferrari considered to be gauche and
thick crepe-soled shoes. Ricart, with a straight
and, as Lang crashed, one Bosko Milenkovic
face, told him that it was necessary to cushion an was fourth in a Bugatti Type 51. It was appar­
intelligent man’s brain. Ferrari totally failed to ently an exciting race despite a field of only
recognize that he was being wound up and five cars.
repeated the story as a sign of Ricart’s arrogance The first 1500cc race in 1939 for Alfa
and instability! Corse was to be the Gran Premio Di Tripoli
There has been much confusion and inaccuracy over thirty laps of the Mellaha circuit, a dis­
relating to Ricart’s name. He was often confused
with the British designer Sir Harry Ricardo.
tance of 244 miles (390km), on 7 May 1939.
(Indeed, he consulted with Ricardo in 1938 on
The British motoring journals were full of
aspects of the 162 engine, and Ricardo offered debate as to whether the English EILAs
him some advice. He was criticized by some for would be ready and able to make the trip for
‘going outside the family’, but Ricardo later this important race. Motor Sport (Dec. 1938,
wrote about how impressed he was with Ricart’s p.434) felt that the high-speed circuit would
ideas.) Luigi Fusi failed to spell Ricart’s name mean the ERAs had a good chance of
correctly, and many others referred to him as
Wilfredo, including a prominent English motor­
winning. That journal was aware that consid­
racing historian. The Ferrari memoirs call him erable work was going on at Portello to make
Vilfredo Ricard, and his name was even spelled the 158s more reliable, and had by that time
incorrectly in his own obituary. learned that needle bearings were replacing
the rod bearings. They also reported that
44
The thirteenth Gran Premia di Tripoli
was on 7 M ay 1939, and the Alfas
were surprised by the presence o f the
Mercedes W 165 and the streamlined
Maserati 4 C L of Luigi Villoresi
(shown here), which was fastest of all
but only lasted one lap. (Ferret
Fotographics)

‘Righetti and Aldrighetti (funny they should more or less fallen into the German camp, but
rhyme with spaghetti!) have been enlisted for he still wanted to retain parity with Hitler and
the 1500cc team next year1. The January issue may have been instrumental in getting the
of the same magazine also reported rumours Tripoli race run to 1500cc rules so that the
of a Mercedes 1.5-litre engine being devel­ Alfas would win. This would provide credibil­
oped. ‘Ausländer1used his column to support ity at home and in Africa. There was undoubt­
the idea for a future 1500cc formula for edly a strong element of beating Hitler at his
Grand Prix cars, and, in spite of the anti- own game, and thus the stage was set for the
German sentiment, was looking forward to 158s to rule.
these cars racing in 1940, ’41 and ’42. The Mercedes either read the Italian intentions,
same column also predicted that the Tripoli or found out about them in some other way,
race would now be contested between the but clearly work was started on a 1.5-litre car
Alfas and the Mercedes, as the ERAs were in late 1938. This may well have been with the
not going. notion of building a car for a 1.5-litre formula
The British commentary is interesting in anyway, rather than a car for one race, which
the light of the number of historians who is what it turned out to be. Luigi Villoresi later
believe that the 1.5 Mercedes W165 was built said that he went to Tripoli expecting the
in utmost secrecy, and that no one knew about battle to be between the Maseratis and the
it until it appeared at Tripoli. Alfa Corse knew Alfas. He also was of the view that the Mer­
about it when the entry list was published, but cedes had been built in secret. However,
it seems that the team may not have taken this Valerio Moretti reports an Alfred Neubauer
entry seriously. The political scene at the time account in which Auto Unions team
meant that Mussolini was very keen that Alfa manager Sebastian had heard the rumours and
Romeo should win this race, and was fully managed to discover when the car was going
behind Gobbato in getting the cars ready to to be tested at Hockenheim. He apparently
take victory. The tactic of using motor racing came out of the woods with his field glasses
for nationalist purposes had reached a peak, and Neubauer asked him if he had lost some­
with the Führer now bestowing awards on his thing. Sebastian replied that he had — the
drivers. Benito Mussolini had, by early 1939, Tripoli Grand Prix! (Moretti, V, 1994). It
45
The Racing Begins — 1938 to 1940

seems an unlikely event or remark, as Auto Dr Giuseppe ‘N ino5 Farina

Union would not have been preparing a car
anyway. Nino Farina made his first appearance in the 158
At Alfa Corse, whatever they knew or in Tripoli. He came from a wealthy family, his
thought about Mercedes, preparations were in father having been the founder of the coach­
building firm Stabilimenti Farina, and started
hand for the Tripoli race. The cars had final racing in 1930 at the age of 24 with an Alfa
testing at Monza on 30 April, and were now 1500. His win over Nuvolari in 1933 earned the
known as the 158B. The B was in recognition Mantuan’s respect, and to some extent Nuvolari
of the modifications which had been carried acted as a mentor for him. Farina was always
out. The early 158 does not seem to have been considered to be a very stylish driver, whose
known as the 158A in period, but in retro­ straight-armed manner at the wheel is known to
spect. Reference will be made to the changing have inspired Stirling Moss. He also had a repu­
tation for being aggressive, was involved in a
designations as we progress. number of unfortunate and sometimes fatal acci­
Moretti (1994) argues that Alfa Corse were dents, and was occasionally accused of having
over-confident after the Monza test and pushed other drivers off the road. He was an
despatched the cars off to Tripoli without a intelligent man with a doctorate in political
check-over or an engineer to go with them economy, rather uncommunicative, and could
and fettle them before the race. Meo Costan- seem brusque, if not arrogant. He drove for
tini was sent as the team manager for the race, Maserati in 1935 and moved to Scuderia Ferrari
Alfas in 1936. He drove in both Grand Prix and
something he was probably going to regret. sports cars, and was an adaptable driver. He won
Bartolomeo ‘Meo’ Costantini was a friend of the Italian Championship in 1937 and 1938 and
Gobbatos from his younger days, and had shared the title in 1939. He was the only driver
been working at Bugatti. Gobbato lured him at Alfa Corse to be involved with the team for
away in 1935 to work on the racing projects, the entire period of the 158/159, a remarkable
hoping he had some new ideas. He worked record in itself.
reasonably closely with Ricart, which did not
earn him many friends, especially among the
supporters of Enzo Ferrari. Giordano ‘Nando5Aldrighetti
The Tripoli entry was impressive. Alfa Aldrighetti was born in 1905, and established
Corse sent their full complement of six cars, all himself internationally as a motorcycle racer,
to the B specification, for Emilio Villoresi, generally riding a Gilera 4-cylinder in TT races.
Clemente Biondetti, Francesco Severi, He was a Scuderia Ferrari driver as early as
1934, but was mainly seen in sports-car races.
Giuseppe Farina, Giordano Aldrighetti and He made his debut as a voiturette driver at
Carlo Pintacuda. Tripoli. There is some argument that he was in
As practice started in Tripoli, the heat was the team as ‘new blood’, but that seems unlikely
oppressive. Costantini was worried that the as he was the same age as most of the other
heat would force the cooling system to burst, so drivers, if not older. Although Tripoli was his
he ordered the mechanics to reduce the pres­ first race in the 158, he had done some of the
sure in the system. The 158s were in immedi­ testing of the car.
ate trouble with overheating, and it apparently
did not occur to Costantini to raise the pressure
in the system. Farina only managed fourth- and it looked superb as it sped round the quick
quickest, but that was four seconds off the pace roads of the 6-mile (9.5km) circuit.
of the pole-sitter, which somewhat surprisingly The two Mercedes W165s were next, with
was not a Mercedes, but the Maserati 4CL of Hermann Lang less than a second slower, and
Luigi Villoresi. This new car was clothed in an Caracciola another second back. Some cars at
attractive aerodynamic all-enveloping body, the back of the grid were over a full minute
46
 The Racing Begins — 1938 to 1940

Carlo Maria Pintacuda Ghersi, Ruggieri, Plate and Barbiéri were way
off the pace.
Pintacuda was born in 1900, and was agraduate of The race day was full of pageantry and pol­
the so-called ‘Florentine’ school of racing drivers, itics. The Fascist Governor, Marshal Italo
along with Biondetti, Brilli Peri, Masetti and Balbo, something of an air ace and a car enthu­
Materassi. He had come by an inheritance at the
age of 25, which allowed him to start racing, siast who possessed some interesting machin­
mainly in minor events in Italy. He ran out of ery of his own, reviewed all the competitors,
money in 1929, but was offered a chance to drive moving through the field to greet all the
at the Mille Miglia in an Alfa Romeo. He was off drivers. Walking with him was the Swiss-born
the scene until 1934, when he reappeared in and Giuseppe Furmanik, who was the secretary of
won the Giro d’ltalia in a Lancia Astura. He then the Fascist racing drivers’ sporting federation,
won the Mille Miglia in 1935 in an Alfa with and a Maserati driver himself. There was some
Alessandro Della Stufa, and was third there in
1936. He won again in 1937 and in that year also suspicion that Furmanik might have been
beat the Auto Union of Hans Stuck to win the ‘keeping an eye’ on Balbo, as Mussolini was
Grand Prix of Rio de Janeiro. He took that race said to be somewhat jealous of Balbo’s local
again the following year as well as the 24 Hours of popularity.
Spa, and was second in the Mille Miglia, always in It was later thought that perhaps the Vil­
Alfa Romeos. Pintacuda was a regular voiturette loresi brothers had put together a race strategy,
racer in 1938 in a Maserati, with a number of whereby Luigi would use the speed of the
good results.
streamlined Maserati to force the pace for the
two Mercedes. Luigi was pretty sure he would
not last the distance, but thought the reliabil­
slower. The 158Bs of Emilio Villoresi, Bion­ ity of his brother’s Alfetta would pay off and
detti and Aldrighetti filled the second row, give him a win. Although this was another
with Pintacuda on the third, and Severi on the Tripoli Grand Prix with a large lottery win
fourth among the Maseratis. Severi was thir­ attached to it, it was not thought they were in
teen seconds slower than Farina, as the high any way trying to do anything but win. What­
speeds of the Tripoli circuit demanded more ever the possible strategy, it did not work, as
of a certain type of driving experience than Luigi’s Maserati gearbox gave problems at the
many of the competitors possessed. Even start, the gear selector refusing to work, and
The start of the Gran Premio di Tripoli
race in 1939, with the two Mercedes
already disappearing with Farina’s
158, while Emilio Villoresi (48) leads
his brother Luigi in the Maserati. (Alfa
Romeo Storico)
The Racing Begins — 1938 to 1940
then a piston broke, so he only completed a Many years later, Giacchino Colombo was
single lap. Trossi and Cortese suffered similar to comment on the race in critical terms:
piston failure in their Maseratis and did not
complete a lap, and neither did Ghersi, Baruffi We could have put up an honourable defence
or Ruggieri. Luigi Villoresi described his with a good final result, instead o f w hich all
streamlined body on the Maserati as akin to a four o f our cars were forced to retire because
white-hot wrapper and said no one could last the engines boiled and vapour form ed in the
more than five or six laps in the car in those fuel lines [in fact, there were six cars and Vil­
conditions. loresi d id finish]. Although we sportingly
Farina managed to put the 158 on the tail accepted defeat, we were very upset over this
of Lang’s W165 for five laps until Caracciola fault because we thought we had taken all
steamed past, and Farina retired on the ninth possible precautions to prevent it. It was only
lap with an overheating engine. Emilio Vil­ after the race, once the team had returned to
loresi hung on out of pure determination as all Italy, that we had managed to understand
the other Alfas dropped out as heat got to the w hat had happened. T he Alfa R om eo team
engines. As cars expired, drivers stuck out on manager and famous Bugatti racing driver,
the course were desperate for a drink, and M eo Costantini, had been w orried about
stories of some of the substances that passed the May heat in Tripoli and had told the
their lips do not bear repeating. Villoresi mechanics to reduce the water pressure in the
finally managed third place, some eight radiators in order to prevent them bursting. It
minutes behind Lang’s winning car and five was an incredible misunderstanding. Evi­
minutes behind runner-up Caracciola. Lang dently Costantini did not know that we in
averaged 122.90mph (196.5km/h) for two Milan had foreseen the kind o f weather
hours, setting the fastest lap at 130.94mph w hich was to be expected and had designed
(209.5km/h). In temperatures of 35°C in the the water system to withstand temperatures
shade, that was very impressive as the Mer­ up to 110 degrees centigrade. (Colombo, G.,
cedes never missed a beat. Piero Taruffi started 1978, in M oretti, 1994, p.159)
last in his Maserati 6CM and finished fourth,
with the reliable Hug in fifth. Not only had the Mercedes punished the
Villoresi made a quick pit stop with
overheating at Tripoli in t93 9 . (Alfa
Romeo Storico)

48
 The Racing Begins — 1938 to 1940
Giuseppi ‘N ino’ Farina made his first
appearance in a 158 at the Tripoli race
in 1939, held on to the Mercedes for
five laps, but then retired. (Alfa Romeo
Storico)

Italians by beating them so thoroughly, but race. Alfa Corse increased the cooling system’s
they had also added injury to insult by cap pressure significantly, from 4 to 17.6psi.
pouring noxious fumes out of their exhausts, They then drilled the cylinder heads and
the result of an additive that the Mercedes installed a coolant manifold with a pressure
engineers had put in the fuel. Many of the outlet for each of the combustion chambers,
drivers came in with red and sore eyes as a while retaining the manifold at the base of the
result. Moretti quotes Villoresi recalling how, block. This provided an effective and perma­
after he retired from the race, Capelli came nent cure for overheating for the Alfetta.
into the pits in his Maserati, ‘stoned’from the One account at least implies that Ricart may
effects of the fumes. Villoresi gave him a have contacted Harry Ricardo in advance of
sponge to wipe his face and a lemon for his the Tripoli race, as he knew that the conditions
thirst. Capelli ate the sponge, wiped his face would be very hot, and that the information
with the lemon, and jumped into the car that came back was unheeded. Venables (2000,
before he could be stopped. Fortunately, he p.146) wonders if in fact Colombo himself was
pulled off down the road before fainting unwilling to admit that the original design was
(Moretti, 1994, p.164). not up to the task, but that the blame for this
It is surprising that punishment was not was passed on to Costantini. There would have
meted out to Costantini on his return to been those who were willing to see anyone
Portello, although clearly he was being used as connected with Ricart as responsible for prob­
a scapegoat in this matter. Colombo, in retro­ lems in the car. Some resented Sir Harry
spect, would appear to have been putting the Ricardo’s visit to Alfa Romeo in 1938 to see
blame squarely on Costantini, but the writings Ricart, and a few may well have had knowl­
of Sir Harry Ricardo reveal that Ricart wrote edge of the on-going correspondence between
to him shortly after Tripoli about the over­ this talented pair. At the time, many people
heating, and made critical comments about frankly disbelieved Pomeroy’s occasional refer­
the water flow in the cylinder head, around ence to the fact that Harry Ricardo was
the valve seats and liners (Reynolds, 1999). involved in the design of an Alfa Romeo 16-
Borgeson confirmed that the work was aimed cylinder engine, and thought he must have
at dealing with the heat that was the natural been confusing the names of Ricardo and
result of increased power, something in the Ricart. Many of these doubters did not believe
order of 240bhp by the time of the Tripoli that a 162 16-cylinder had existed, as the car
49
The Racing Begins — 1938 to 1940

never raced and did not survive the war. This of events. The growing threat of war also
was true in the 1960s even after Luigi Fusi pro­ encouraged Alfa Corse to reduce its pro­
duced his listing of all Alfa Romeo models. It gramme. They had an entry at Reims on 9
was only after Harry Ricardo’s death that his July for three cars but this was withdrawn, pos­
correspondence was discovered in the Ricardo sibly because Mussolini did not want Alfas
archives in Shoreham in Britain, revealing in- racing in France, and possibly to give sufficient
depth discussions between the two. time to modify all the team cars. They did not
After Tripoli, on 20 June, disaster struck the appear again until the two major Italian
team in the most unexpected manner. Alfa voiturette races at Livorno and Pescara, on 30
Romeo was hosting a reception at Monza for July and 8 August.
trade personnel and dealers, and the race cars The Coppa Ciano race on the Montenero
were being displayed. Emilio Villoresi was circuit at Livorno was divided into two heats,
present and was asked by Enzo Ferrari to take the first for independents or amateur drivers
the 158 for a demonstration after lunch. Vil­ and the Coppa Ciano itself for the professional
loresi did not want to, as he had not expected and factory teams; the second race had only
to be driving and had been drinking wine at eleven entries, including four 158s, more or
lunch. Ferrari was apparently insistent, Vil­ less in the form they would retain until 1950.
loresi reluctantly drove off, and, within a few They had shapely new bodies, which were
laps, the fastest Italian voiturette driver had striking and more aerodynamically efficient.
been killed. At first it was announced that he The rear-view mirrors were now inside the
had been killed in a testing accident —Hull and cockpit, although this location had a habit of
Slater (1982, p.206) record Villoresi s death as changing according to driver preference rather
occurring during testing —but Luigi Villoresi than scientific considerations. The new body
would not let the matter rest. To add to the had been re-shaped to enclose the front sus­
pain, the insurance company refused to pay the pension, and there was the addition of a small
claim on Emilio’s policy as they said he had head fairing. With a more rounded nose and
been unfit to drive. Enzo Ferrari took no elegant tail, the Alfetta was now a superb-
action to accept responsibility or to support the looking car, but performance was needed to to
family’s claim, the claim was never paid, and match the new look.
Luigi held a life-long grudge against Ferrari. The four cars at Livorno were for Farina,
The loss of Villoresi, a highly valued Biondetti, Pintacuda and Aldrighetti, with
member of the team, was a blow to Alfa Farina comfortably quickest, from Cortese
Corse’s hopes for the future. It was a bad time. and Biondetti. Pintacuda did not adapt quite
Later that week, the Grand Prix team returned so well to a circuit favoured by Farina and was
from Spa, where Englishman Richard Seaman at the back of the grid. Before the start, there
had been killed in his Mercedes, then the was an emotional one-minute’s silence for
popular and ever-improving voiturette driver Emilio Villoresi, and considerable compassion
Armand Hug crashed at the Albi Grand Prix, for his brother who had decided he would
fracturing his skull and damaging his spinal keep to his racing programme. Farina was in
cord, which left him partially paralysed for the the lead from the start, chased by Cortese,
rest of his life. Luigi Villoresi, Pietsch and Biondetti, the
Alfas and Maseratis both having a comparable
Three Wins in a Row performance. Farina, before the halfway point,
set a new lap record, which was quicker than
The significance and location of the voiturette von Brauchitsch had achieved in the Mercedes
races on the schedule for the rest of the 1939 Grand Prix car the year before.
season influenced Alfa Corse to miss a number Cortese eventually finished over a lap
50
 The Racing Begins — 1938 to 1940

In 1939, Alfa Romeo had several cars contesting Grand Prix races, including the private Francis Matra-driven 308, which bears a
strong family resemblance to the early 158. (Ferret Fotographics)

Four 158s with the revised body with afifth being constructed, probably m id-193 9. (Biscaretti Museum)

51
The Racing Begins — 1938 to 1940
behind Farina, Biondetti took over Pintacuda’s
car to come third, and Severi drove Biondetti s
repaired car to fifth. Pintacuda had apparently
refused to take over Biondetti s car, which had
repairs to the carburettor. Aldrighetti retired
on lap 31 for reasons that were not specified.
A week later, the team went to Pescara for
the annual Coppa Acerbo over the long, 15-
mile (24km) circuit with its combination of
long seaside straight and twisty mountain sec­
tions. The format was the same as at Livorno,
with one heat for the independents and one
for the professionals, with the difference that
the first three from Heat One would be
allowed into the final. Four Alfettas were
entered, for Farina, Pintacuda, Biondetti and
Severi. Aldrighetti was nominated as the alter­
native driver for Pintacuda’s car, and he went
out in practice and crashed seriously. He was
trapped underneath the burning car and,
although he was extracted, he died of burns
the following day. It was the second tragedy to
strike the team in less than two months.
The race itself produced a further fatality
when poor Catullo Lami finished third in his ‘N ino’ Farina scored his first 158 victory at the Coppa Ciano
Maserati 6CM in the first heat, so was able to at Livorno on 30 July 1939, when the 158s appeared for the
start in the final. He started late after needing first time in the revised bodywork that would remain
a spark-plug change and, in his rush to catch fundamentally the same to 1951. (Alfa Romeo Storico)
the field, crashed and overturned on his first
lap. He died a short time later.
Clemente Biondetti’s 158 (44) takes
the flag at the Coppa Acerbo at
Pescara. (Alfa Romeo Storico)

52
 The Racing Begins — 1938 to 1940
at Monza. The car which Pintacuda raced in
Aldrighetti’s place was one of the team’s total
of six, and the body had not yet been updated
on it. It would appear that the team was now
down to four cars, although it is unclear
whether either engine survived the crashes.
However, Consalvo Sanesi, who had been
working at Alfa Romeo since 1929, and had
risen to number two collaudatore (test driver),
recalled the event very clearly. Through
former Ferrari team manager and translator,
Franco Lini, Sanesi remembered some, if not
all, of the chassis changes made to the 158. In
later interviews he also said that four chassis
came from Modena to Portello and a fifth was
built at Portello so that five cars were available
in 1938. He also said that he believed that both
Villoresi’s and Aldrighetti’s crashed cars had
been rebuilt. This of course confuses the total
count of chassis, and there are those who will
say that it was unlikely that these cars could be
rebuilt —and what is the correct definition of
the term ‘rebuilt’?
It was now only a matter of days before the
next race, at which the Prix De Berne for
voiturettes was run as a heat, from which the
Clemente Biondetti. (Alfa Romeo Storico)

In the race Villoresi had an early lead, but

Farina was soon past, and Villoresi then had a
spin and fuel problems. Farina made a long
stop on lap 8, allowing Biondetti into the lead.
The pursuing Maseratis ran out of fuel, and
that meant Pintacuda was second and Farina
third, with the fourth 158, in Seven’s hands, in
fourth. The official results are somewhat
sketchy: Villoresi and Cortese should have
been next, but ran out of fuel so were not clas­
sified, so fifth was given to the ERA of Con
Pollock, who somehow had been allowed into
the ‘professional’ race, much to his delight.
Aldrighetti’s accident occurred near
Spoltore village on the mountainous section of 1171 2

the course. The road turns right at Pescara into The technicians, mechanics and drivers celebrate the team’s win
the hills and the crash was about 3 miles (5km) at the CoppaAcerbo on 15 August 1939: Sanesi kneeling,
into this section. His car was destroyed in the Severi standing left, and Farina next to him. (Alfa Romeo
fire, and Villoresi’s car had also been destroyed Storico)

53
The Racing Begins — 1938 to 1940
first six finishers would run in the main Swiss
Grand Prix with the bigger cars. According to
one source, Alfa Corse were so confident that
they sent only two cars, for Farina and Bion-
detti, but in reality it is much more likely that
they were attempting to recover from the great
loss of two drivers and two cars (Sheldon and
Rabagliati, 1993). Tension was increased at
this meeting by news of the German military
pincer movement, which was cutting Poland
into chunks; some British entries were said to
be virtually packed and ready to leave Brem-
garten immediately after the race to avoid
getting trapped on the Continent when war
came.
Farina was nearly three seconds quicker
than the second car, the works Maserati 4CL
of Rocco, followed by Paul Pietsch, also in a
works car this time, a 6CM. Biondetti seemed
to have recorded second-quickest time but was
somehow down on row two. It took him all of
five laps of the 4.5-mile (7.25km) circuit to get
into second behind Farina, who was now
flying, and led all the way to the flag, with The cockpit of the 158, which hardly changed from 1938 to
Biondetti half a minute behind. Neither the 1951. (Alfa Romeo Storico)
Maseratis nor the ERAs had much to offer
against the Alfettas and Heat One was an Prix cars, but there was no practice time
impressive Alfa win. Heat Two would be for recorded for him to compare this with the
the Grand Prix cars, and then the final would Alfettas. Farina’s qualifying time, however,
put both groups up against each other. Baron would have put him on the third row of the
Emmanuel de Graffenried chose to run his Grand Prix heat. That would put him behind
voiturette Maserati 6C-34 with the Grand the Auto Union of Muller and the Mercedes
W154 of Hartmann, but ahead of Dreyfus’
Maserati 8CTF. Lang led a Mercedes 1-2-3 in
the heat from Caracciola and von Brauchitsch.
The final was to be the last round of the
European Championship and proved to be the
last major Grand Prix before war finally broke
out. Just before the start, the fine weather dis­
appeared and a light rain dampened proceed­
ings. If the rain lasted, the conditions certainly
favoured Farina’s Alfetta. As it was, he made a
superb start, launching himself past the row in
front of him until the only car ahead of him at
the first corner was Lang’s Mercedes, which
Farina’s car before practice at Bremgarten, August 1939. The was on pole position. Muller, on the fourth
new body shape is evident. (Alfa Romeo Storico) row, who had failed to get his steering wheel
54
 The Racing Begins — 1938 to 1940
The first heat for the Swiss Grand
Prix at Bremgarten on 20 August
1939 was also the Prix de Berne for
1500cc cars, which Farina won.
Biondetti (right) was second. Farina
then came sixth overall in the Grand
Prix itself with Biondetti ninth. (Alfa
Romeo Storico)

fastened in his heat at the start, was now busy mothballs, and many of the projects that were
firing up the car when the flag came, so all being developed never materialized. The Mer­
behind him made huge avoidances. cedes W165, which was so quick in Tripoli,
At the end of the first lap, Lang led by five never raced again. However, the complex two-
seconds from the crowd-pleasing Farina, and stage supercharger that was being advanced by
then the rest of the Grand Prix cars: Carraci- Ricart, and was hoped to be on a 158 before
ola, Nuvolari, von Brauchitsch, Hasse, and war started, was destined to survive and reap­
then Biondetti in the second Alfetta. The rain pear later.
stopped on lap 7 and the Mercedes were able
to start getting past Farina, except on one 1940: a Taste o f Revenge
stretch of track with overhanging trees where
it remained wet. Eventually, Caracciola For historians, motor racing is divided into
cleared Farina and set off after Lang, failing to two periods: pre-war and post-war. This is a
catch him by only three seconds. Another somewhat artificial division, but useful in
Mercedes, driven by von Brauchitsch, was many ways, and technology developed rapidly
third, followed by the Auto Unions of Muller
and Nuvolari, and in sixth the magnificent
Alfetta, which was not giving a lot away to the
bigger cars, even in the dry. He was lapped by
the faster cars but managed to keep his nose in
front of Hartmanns W154. Biondetti was
ninth behind Dreyfus, so the Alfettas were first
and second among the 1500cc cars, as they had
been in the Prix De Berne.
Although a few Grand Prix cars went to
Yugoslavia, that was the end of the season, and
the final voiturette race. Less than a fortnight
after the Swiss race, German tanks and troops
were in Poland and the war had started. There
would be only two international races in 1940, There was very limited racing in 1940 and the 158 had its
one of which was significant for the Alfettas, only event at Tripoli on 12 M ay 1940, where Farina avenged
but, for everyone else, racing was to go into the defeat of the previous year. (Alfa Romeo Storico)

55
The Racing Begins — 1938 to 1940
just before, during and immediately after the not go back into the same chassis from which
war years. However, there is no category for they came, but engine components also did
the period during the war; of course, there was not always end up in the engine that they had
very little racing at that time, so the dilemma come from. Alfa Corse’s practice of stamping
is less taxing. every part from each car has helped historians
O f the few races that did take place during to understand that components moved around
this period, hardly any were internationals, considerably. Often, the identifying numbers
although there had been the expectation that of one part do not match those of the others
racing in Italy might continue for some time. in the same engine. Major engine parts carried
Mussolini pressed Alfa Romeo even harder the numbering that was assigned to a particu­
to turn its attentions towards military and lar block and cylinder head. Griff Borgeson’s
aviation equipment, which it did, although revelation in 1965 that there were only nine
car development, and racing development blocks ever cast is important, as it would seem
particularly, carried on for a reasonably to indicate that no more than nine cars ever
lengthy period, presumably with a ‘nod and existed, and probably that many never existed
a wink’ from on high. Racing work was at the same time. The term ‘broken up’ has to
restricted by a number of factors, including be viewed with caution, therefore, and it is
work demands on the staff and fuel shortages, much more likely that chassis were refurbished
but there were many who were optimistic and repaired but not necessarily replaced.
about the war lasting no more than a year or The most significant event at Portello at the
two. end of 1939, in relation to the Alfa Corse per­
At Alfa Corse, Ricart continued to be sonnel, was the departure in November of
engaged in a number ofprojects. Indeed, work Enzo Ferrari. Ferrari, who had been very
continued on several fronts for Alfa Corse, much used to having his own way in running
which had to keep an open mind about what Alfas within Scuderia Ferrari, took that atti­
would happen in the future. According to tude with him when Alfa Romeo bought the
Venables, ‘two 158s had been destroyed, so large shareholding in the Scuderia. Even as the
during the winter months a further six cars Director of Alfa Corse, it was impossible for
were built. These were similar in specification Ferrari to alter his style very much, and the sit­
to the original cars in their final 1939 form and uation became increasingly difficult as
it seems that four surviving 1938/39 cars were Gobbato wanted to make greater use of the
broken up and parts probably incorporated talents of Wifredo Ricart. An agreement was
into the new cars’ (Venables, 2000, p.149). At reached whereby Ferrari would be given a
this point it is not totally clear whether that generous compensation and would return to
means six cars, incorporating the earlier ones Modena. Additionally, he agreed, on paper,
then existed in 1940, or possibly ten, although not to revive the Scuderia for a period of four
the former figure seems more likely. The years, or to engage in motor racing in his own
notion that the cars were ‘broken up’ is inter­ name for the same period. When Ferrari left
esting as it implies they were in some way Alfa Corse, Alberto Massimino and Enrico
destroyed, but there is very little evidence of Nardi went with him, but Colombo decided
that. In fact, it seems that the routine proce­ to stay at Portello. More surprising was the
dure at Alfa Corse was probably to strip cars decision of Luigi Bazzi to remain there as well,
down after the races, rebuild what needed to after his long association with Ferrari.
be rebuilt, and put the same components back In February 1940, the Ferrari-constructed
together. Inspection of the components of 815 was being tested on the roads around
the Mike Sparken car (see pages 169—181), Modena. Two cars were built, under the
demonstrates that components did not only company name of Auto Avio Costruzione,
56
 The Racing Begins — 1938 to 1940
essentially for use by Alberto Ascari in associa­ Carlo Felice Trossi
tion with the Marquis Lotario Rangoni. They Born in Biela in 1908, Count Carlo Trossi did a
were obviously constructed in a hurry, but it lot more racing than some of the drivers who got
seems impossible that the whole process, from behind the wheel of the Alfetta. Despite playing a
design to a running car, could have happened major role in Italian motor racing, he remains a
between November and February The new relatively little known character.
Trossi began racing in the late 1920s and
815 had immediate teething problems. It was a attracted attention for his driving of a Mercedes
straight 8-cylinder based on the use of two Fiat SSK, the same car that now belongs to designer
blocks, with a 1500cc capacity, although it Ralph Lauren in the USA and appears regularly in
bore no relation to the 158 s 1500cc engine; it prestigious concours events. In 1932 he started as
was very much production-based. Most chassis an Alfa Romeo driver and he and Brivio were
and suspension components were taken from second in the Mille Miglia that year. At that time,
the Fiat 1100, with two separate cylinder heads Scuderia Ferrari was running Alfa Romeo’s race
cars, notably the P3. The Scuderia’s president,
that were standard parts, as were valves and Caniato, resigned and Enzo Ferrari picked the
con-rods. The crankshaft, engine block and twenty-three-year-old Trossi to succeed him. This
camshaft were made by AAC. would appear to have had more to do with Trossi s
The cars looked good, but failed in the aristocratic background than his driving ability.
event for which they were built, the Mille Trossi lived in a magnificent castle, and his friend­
ship with that other ‘minor’ aristocrat, Marquis
Miglia, the first event on the 1940 Italian cal­ Antonio Brivio, meant that Ferrari had two
endar. Alberto Massimino took the brunt of wealthy and well-connected men in the Scuderia.
the blame for the cars not working well. The Trossi won five races in 1933, and took part in
onset of war ended any further use of them, that year’s Monaco Grand Prix, said by many to
which was perhaps just as well for Ferrari, who have been the toughest Grand Prix of all time,
was then able to keep to his agreement with when Nuvolari and Varzi fought tooth and nail
the whole distance. Trossi was fifth, in the smaller
Alfa Romeo by not racing them until the 2.3 Alfa. At the Italian Grand Prix he was running
four-year deadline was up. Nevertheless, even a Dusenberg (strangely, under the Scuderia’s
in 1940 Enzo Ferrari was a racing-car con­ banner), which had piston failure and left a trail of
structor. oil. Compari and Borzacchini crashed and were
killed, and then Czaykowski did the same thing.
Given the world situation by the time the Trossi bore the blame for this for some time,
Tripoli Grand Prix was due, on 12 May 1940, although there were also reports that no oil had
with war raging in Northern Europe, it is leaked from his car, and that the track was damp
amazing that the race took place. In one sense, and the drivers pushing too hard.
Libya was virtually an Italian enclave, and only The finger was pointed again at Trossi at
Italian cars —twenty-one Maseratis and four Monaco in 1935 when he was alleged to have
Alfa Romeos —were entered for the race on baulked Nuvolari and caused him to crash,
although the claim did not come from Nuvolari.
the usual Mellaha circuit. An appeal had been Trossi was on the Alfa team of P3 drivers who beat
made to Alfa Corse by the Fascist Party of the Mercedes and Auto Union at Montlhéry. He
Milan for Tazio Nuvolari to drive one of the regularly appeared in a 12C-37 during 1937 but,
cars, but the team had not forgotten the bit­ when Brivio retired, Trossi left Ferrari and went
to Maserati. He was a prominent 8CTF and
terness that had surrounded his departure two voiturette driver in 1938 when the Alfetta first
years earlier, and refused. Instead, four cars appeared. He was rarely seen without his pipe in
were sent, for Farina, Pintacuda, Biondetti, hand, and was beginning to have health problems
and the new recruit from Maserati, Count as a result of his heavy smoking. He did not like
Carlo Trossi, who was no longer enjoying his the atmosphere at Maserati after the Orsi family
term at Maserati. took control from the Maserati brothers, so he was
With no Mercedes at Tripoli, the race happy to be invited to drive an Alfa Romeo again,
although no longer for the Scuderia Ferrari.
was bound to be an Alfetta walkover, as the
57
The Racing Begins — 1938 to 1940
Maseratis were no longer on the pace of the Marshal Balbo, was present to greet the teams
Portello cars. When Giuseppe Farina went out and start the race.
for the practice session he was soon turning in The intrigues behind the scenes in Tripoli
very impressive times, and he finally managed were as fascinating as the race. Listed in the
a pole position time a full five seconds quicker entry was Tazio Nuvolari, who had ‘com­
than the W165 Mercedes had the previous pleted’ his contract with Auto Union due to
year. It must have rankled at Alfa Corse that the war, and was looking at other possibilities.
Mercedes were not there to be beaten to make The approach to Alfa Corse did not work, but
up for the humiliation of the previous year. he was welcomed at Maserati, where he tested
the new car, the 4CL, in Italy, coming to the
conclusion that it had potential. However,
when Nuvolari showed up in Tripoli, it was
for appearances only. The success of his testing
had reached Auto Union and the German
government, and they were disturbed to think
that anyone might imagine that he had left
Auto Union because Maserati was better. Of
course, with the world situation, the Auto
Union drive was impossible, but none the less
someone brought pressure to bear on both
Maserati and Nuvolari. Nuvolari was in
Tripoli enjoying himself, therefore, but the car
was officially withdrawn for being ‘too slow’.
That verdict must have come as a surprise to
Luigi Villoresi, whose new 4CL was the only
car to get and stay anywhere near the Alfettas.
Moretti (1994) argues that Villoresi did not
need the car to motivate him, as he was embit­
tered over the recent death of his brother,
blaming not only Enzo Ferrari, but also the
entire Alfa Corse team, and Moretti implies
that this included the cars. Villoresi had
revealed that it took far too long for medical
aid to reach Emilio, and he was fiercely anti-
Farina, who had taken Emilio’s place as team
Count Carlo Trossi made his 158 debut at Tripoli. (Alfa leader. All was not well, therefore, when the
Romeo Storico) cars started to run very close together in the
race.
A holiday atmosphere was conjured up at There was another name to conjure with on
the Mellaha circuit, in a vain and slightly des­ the entry list, one Alberto Ascari. He had
perate attempt to be optimistic about the ordered one of the new Maserati 4CLs, but it
future. In fact, Germany had been at war with was not ready for the race, so he bought a share
France and Britain for eight months, and in one of the Maseratis, a 6CM, owned by
Italy’s formal entrance into the war on the side Piero Taruffi. Ascari was in the second half of
of the axis was inevitable. There were no the grid, and did not particularly shine in the
parades or foreign visitors for this final running race —all the drama was at the front. Farina
of the Tripoli Grand Prix, but the Governor, looked untouchable, six seconds faster than
58
 The Racing Begins — 1938 to 1940
was edging him on the sand at the side of the
road, at a slight but difficult bend on the
circuit, being his usual aggressive self, but Vil­
loresi was in no mood for backing off, and the
duel continued right up to the fuel stops.
Costantini’s practice with the mechanics
worked beautifully and, even when three of
the team cars came in at once, they were all
refuelled and sent out in under thirty seconds.
Farina’s stop was in the order of twenty-four
seconds, which was astonishing for the time.
The start of the 1940 Tripoli Grand Prix. (Alfa Romeo Storico) Villoresi took a full minute more for his, and
that was the gap right through to the end of
the race.
Biondetti, seven seconds faster than Villoresi, After the fuel stops, the three Alfettas of
and eight seconds ahead of Trossi, all members Farina, Biondetti and Trossi were in command,
of the front row. A time was posted for with Villoresi still in the fight ahead of Pin-
Nuvolari but it is not totally clear as to tacuda, who made a stop as he sensed an engine
whether he drove at all. Photos of him during problem. Cortese got past him and he was sent
practice show him in a suit and tie, and he was out to finish sixth, but it was finally a real Alfa
said to have had a fair entourage of women fol­ triumph, with Farina twenty seconds ahead of
lowing him. One report said he drove Biondetti, having eased off to orders towards
Corteses car and was not impressed, but it the end. There was no sign of the overheating
seems possible that it was Cortese who drove that had destroyed the effort in 1939, but also
the Nuvolari car and set a time for it. Moretti there were no Mercedes. To be fair to Farina,
mentions Nuvolaris ‘last-minute defection’ he ran the same distance as the winning Mer­
from the race, but it is quite possible that the cedes had done the year before in five minutes
idea of him driving had been staged from the less. This was a tribute to the speed of the car,
beginning. and to Costantini, whose pit work redeemed
Marshal Balbo dropped the flag for the start his previous effort. Ascari finished in a reason­
and the determined Villoresi charged into the able ninth, but there was no evidence of what
lead. This did not necessarily mean that Farina was to come from him.
was not as quick at the beginning, but it seems There was a sad postcript to this final
that Alfa Corse had learned their lesson from running of the Grand Prix in Tripoli. On 28
the previous year and were anxious to preserve June, Air Marshal Balbo was flying a mission
the cars and win. In fact, Meo Costantini was and returning to land at Tobruk Airfield shortly
back acting as team manager, and he had after a British bombing raid. On his approach,
drilled the mechanics on pit stops, the cars Italian anti-aircraft guns opened up on him in
were immaculately prepared, and the drivers error, and brought him down, killing him in
were briefed to drive a sensible race. the crash. There were theories that this was no
Farina got back in front, then Villoresi re­ miscalculation, but a deliberate attack, given
took the lead, Farina charged back, and then that Balbo had made forthright attempts to per­
the Maserati had it again on lap 7. Costantini suade Mussolini not to enter the war. This was
had wanted the Alfettas to run in convoy, but as much to save Libya from an onslaught as any­
Villoresi s mood, focused on Farina, broke this thing else. The weight of opinion, however,
up, and as Farina responded the two of them tends to favour the idea that it was just another
broke away. Villoresi reported later that Farina serious blunder of wartime.
59
The Racing Begins — 1938 to 1940
The team celebrates Farina’s
win next to Trossi’s car. Meo
Constantini (in the hat)
managed the team, Sanesi and
Trossi (glasses) are to the right
of the car, and Farina is at the
back. (Alfa Romeo Storico)

With the death of Balbo, the man who had war, and work continued in some parts of the
been its spirit for some time, the sun really did factory on these cars, alongside the work on
go down on the Tripoli Grand Prix —and on military and utility projects.
motor racing for the time being. With the Ricart’s work on racing cars also continued
exception of the running of the so-called well past the outbreak of war in September
Targa Florio as a voiturette race for the second 1939. After Harry Ricardo had written to
time in the park in Palermo two weeks after Ricart in November of 1939, asking him why he
Tripoli, racing was finished. Perhaps it was had not heard from him about the 16-cylinder
only fair that Villoresi should win that last race, car, Ricart replied with an explanation of the
although it was an all-Maserati field. constraints under which he was working: ‘We
also are busy but racing has been relegated to a
Racing Stops but Developm ent secondary importance.’ The implication was
Continues plain; with its German rivals otherwise occu­
pied, and with any Grand Prix contest with
Although racing had ended, development did Mercedes Benz and Auto Union unlikely for the
not, and to a limited extent neither did car foreseeable future, funding of the Alfa Romeo
production, particularly on projects such as project (almost certainly provided by Mussolini’s
the passenger car designated the 6C-2500. government in a bid to impress Hitler and
Whereas all previous Alfa Romeo passenger uphold Italian prestige on the Grand Prix cir­
cars had been sent to coachbuilders for the cuits of Europe) had been withdrawn. Once
bodywork, Alfa Romeo had decided that it again, circumstances had conspired to deny
would provide the bodies for some models of Harry Ricardo the opportunity to be identified,
the 6C-2500. This was a car that the company along with his partner Wifredo Ricart, as a
felt had a strong future, perhaps in the Amer­ mechanical designer of the highest calibre and a
ican market, and some versions were therefore master of the design of high-performance
influenced by American design. The records engines (Reynolds, 1999, p.194).
of chassis numbers on the 6C-2500 run right In spite of the efforts of Marshal Balbo and
into 1943 before commencing again after the others to convince Mussolini that he should
60
 The Racing Begins - 1938 to 1940

stay out of the war, Italy declared war on the slim chance that the car may have been the
France and Britain on 10 June, believing that 162, which seems to have disappeared around
the war was likely to be over in a few months. this time. When Consalvo Sanesi, another test
This was in some ways useful to Alfa Corse driver who had started as a mechanic (in fact,
because it allowed them some leeway to con­ still was a mechanic) and then become a
tinue developments, although there would be respected team driver, did test the 512 on 12
very limited funding for it. September at Monza, he found the handling
On 18 June, Alfa Corse suffered another sig­ seriously lacking. In spite of prodigious power,
nificant loss when veteran test driver Attilio the car could not lap Monza within two
Marinoni was killed in a bizarre testing inci­ seconds of the Alfetta. In fact, Sanesi said that
dent. The 48-year-old Marinoni had long been he could lap Monza quicker, which also means
a valuable member of the team, and had acted that he had become a test driver for the Alfetta
as a riding mechanic as early as 1919. There are in this period. He appears to have taken over
a number of variations in the accounts of what Marinoni s role as chief test driver.
happened —the Ferrari memoirs state clearly The poor handling of the 512 was just more
that Marinoni was killed while driving the fuel to the fire for the anti-Ricart faction.
Ricart 512, giving Ferrari another chance to Ricart was immensely sensitive to the criticisms
get a dig in at Ricart. The incident itself of his work, which according to Borgeson
involved the fairly common practice of testing (1990) made him even less willing to listen to
on a public road, in this case the Milan-Varese comments, even those that were well intended.
autostrada. A truck coming from the opposite Sanesi discovered this and finally got Ricart to
direction ran head-on into Marinoni s car, the listen to his very considered feedback.
driver apparently having fallen asleep. Venables In a 1986 interview, Sanesi was asked if
(2000) was of the view that is now the more Marinoni had been driving the 512 at the time
accepted one, that Marinoni was testing new of his accident:
rear suspension for the 512, which had been
fitted to a modified 158 chassis. This is more No, it was a 158, actually an updated 158
likely as the 512 tested in September 1940 and which was called the 158B with the semi-de
there is no record of there being two cars at the Dion torsion-bar rear suspension of the 512
time. It is also possible that front suspension had instead of the regular swing axles. He was
also been changed. There is also reference to testing it on the Como-Milano autostrada
the crashed car as an ‘experimental’ 158, so in which then was a simple two-lane main road,
fact it might have been the first attempt to use and he crashed at the Bivio Castellanza junc­
a de Dion rear suspension on the 158, which tion. He was running towards Milano, he
eventually came some years later. couldn’t see what was on the other side of the
Another possibility is that the car was the bridge and there was a large truck coming in
162, which was run for the first time in April the middle of the road and he hit it absolutely
and then again in June, at about the time Mari­ head-on. We didn’t close the road for such
noni was killed; Ricart himself was the driver tests, there was not a lot of traffic, we just
on at least one occasion. There are no more drove the Grand Prix cars in amongst it. His
details than that, but the two-stage super­ 158B was completely destroyed in that acci­
charger from the 512 had been fitted to the 158 dent. (Nye, 1986)
with hardly any modifications at all, and there
was obviously a great deal of experimental Everything Stops
swapping going on at this time. As there is no
clear account, year by year, of how many 158 Ricart worked on into 1941 on a competition
chassis survived, it is not possible to eliminate coupé with rear-mounted engine, the 163, but
61
The Racing Begins - 1938 to 1940

this car was never built. More of his time was these were the Alfettas but could well have
given over to aero projects such as his vast Tipo included the 512, which seems likely (Lud­
1101, a radial engine of twenty-eight cylin­ vigsen, 2000, p.112). At least one account says
ders. When this first ran, in January 1942, it that one of the cars was an experimental 158D
was producing 2,000bhp and then Ricart tur­ with a de Dion-type rear suspension. This par­
bocharged it and got the output up to ticular account has Marinoni being killed in a
2,500bhp, or would have if it had ever been 158D, but also mistakenly dates that accident
built. Bombing finally reached Milan in as happening in 1942. This casts some doubt
October 1942 and that meant that much of the on whether he was in a 158D, if that car was
aero, racing and experimental divisions had to then secreted away, unless there was more than
move. Many accounts say the racing cars were one of these experimental cars (Nye, 1993).
packed off to a cheese factory where they were Bombing of Milan continued through 1943
hidden for the duration of the war. That was a and into 1944, the Americans causing particu­
somewhat over-simplified view of a rather larly heavy damage to Portello in October
more complex situation. 1944, killing many Alfa Romeo workers and
Ricart moved special projects, design and local civilians. Mussolini had resigned in July
experimental personnel to Lago d’Orta, north 1943 and was in hiding in numerous locations.
of Milan, with many staff taking up residence Through this dangerous period, Ricart made
in Orta. In Borgeson’s account, a ‘wealthy regular trips into Milan to argue that his staff
Alfisti’ had a number of properties and he was should not be moved to work for the Germans.
able to provide shelter for several cars (Borge- Ricart had a contract that expired on 31 March
son, 1990). Alfa Romeo already had a number 1945 and he worked until the very last day,
of factories and warehouses in the area and a although it was clear he was being seen as a
lake venue for testing boats with Alfa engines. friend of the Fascist-friendly management. He
According to Consalvo Sanesi, the 512s went immediately left and returned to Spain.
to the motor-boat factory at Abbita Grasso, Less than four weeks later, Ugo Gobbato
which was owned and run by a man named was assassinated on the way to work by
Castoldi. He also had a stocking factory, and unidentified ‘partisans’. He had been charged
was, it seems, the person who owned the with criminal collaboration with the Germans
cheese factory at Melzo. The 158s were first before a Peoples’ Court on two occasions, on
moved to various sites around northern Milan 25 and 27 April, and found not guilty, but
in the Brianza area, then to Lago d’Orta and there were grudges to be settled and someone
Melso, where many other pieces of equipment had to pay. Gobbato was a kind, dedicated man
had been relocated. who saved Alfa Romeo from disaster and had
Ludvigsen is more precise about the dates of enormous respect for his workers. The anti­
the movements, stating that ‘seven of Alfa fascists were busy that day; Mussolini, who
Romeo’s 1K-Iitre racing cars were stored in the had been located and captured on the way to
paddock garages at Monza’ in 1942, and that Como, presumably heading for Switzerland,
they were then moved further north to the was shot, with his mistress Claretta Petacci.
Lago d’Orta area after the Germans came into Their bodies were taken to Milan and hung
Milan, in September 1943. This implies that before the public.

62
5 The Post-War Revival

At the end of the war, Orazio Satta Puglia was

appointed as the new technical director of Alfa
Romeo, and one of his first actions was to
announce that Alfa Corse would return and
that racing would be a priority. As develop­
ment had never entirely ceased in many Alfa
Romeo departments, this meant that Alfa
Corse could get an early advantage if motor
racing recovered quickly It was thought that
Colombo might have been elevated to the
position finally given to Satta, but the unions
insisted that he be investigated for his connec­
tions with the Fascists, and he was suspended
while this was going on.
Enzo Ferrari jumped at the opportunity and
worked on a number of ideas with Colombo,
until Colombo was cleared and brought back to
Alfa Romeo. However, he found himself
outside the mainstream area of design and
racing, and that was not to his liking. It was a
serious blow to someone like Colombo, who O ra zio Satta Puglia, the m an behind A lfa R om eo's advance
in production cars, was also responsible for the developm ent o f
had worked for the company and had few if any tw in superchargers on the 1 5 8 , a n d /o r the 1 5 9 modifications.
political ambitions. Of course, Gobbato could (Alfa R om eo Storico)
be said to have worked even harder for the
company and the workers, but was seen by the in memory of the racing people killed in the
anti-Fascists as being part of a pro-Mussolini resistance, most notably Robert Benoist and
management. ‘Williams’ (although some rumours have it
A race meeting —the Coupe de la Libera­ that ‘Williams’ was not killed during the war
tion —was organized in Paris in the Bois de and survived for many years subsequently as a
Boulogne on 9 September 1945, only four British agent). As well as these two, several
months after the war had ended, while much other drivers never reappeared after the war,
of Europe was still in financial and social chaos. including Johnny Wakefield, Ernst Burggailer,
It was a minor event, but it did show that there Georg Meier, Hermann Muller and Hermann
were people who wanted to get racing going Hasse.
as quickly as possible. The major race at this Wimille, Sommer, Etancelin, ‘Levegh’,
meeting was the Coupe des Prisonniers, run Trintignant, Chaboud and several other
63
The Post- War Revival
drivers of note managed to find sufficient cars although it may have been the most important.
for the race in Paris and they put on an Automobiles Ettore Bugatti and Automobiles
extremely good show. Wimille had been late Talbot-Darracq were there right from the first
in arriving and was not allowed to practise his race in 1945, although the Alfa Corse entry of
Bugatti so he started from the back of the grid. two cars was seen as a signal that serious Euro­
At the end of the 75 miles (120km), he had got pean motor racing was again under way. The
through the entire field and pulled out a Paris race did not have any particular signifi­
twenty-second gap on Sommer’s Talbot. The cance and it is uncertain why it was chosen by
race had managed to stir serious enthusiasm Alfa Corse for the post-war debut. The two
for the next season. 158s were to be driven by Nino Farina and
France was at the forefront of organizing Jean-Pierre Wimille.
race meetings, and these gradually began to After the death of Marinoni, Consalvo
increase in number. It was not long before an Sanesi had been elevated to the role of chief
event was being held every week. The Italians test driver, and as part of that role he brought
dropped the ban on drivers racing in France, the racing cars that had been dispersed north
although Germany remained banned for some of Milan back to the factory, or at least to that
years. The only country in Europe which was part of the factory that was sufficiently intact
slow off the mark was Britain, with the loss of to house the racing team. According to Nye,
Brooklands and Donington, and the number two cars ‘hastily hauled out of their cheese-
of British drivers going abroad was limited at plant hidey hole, were race-prepared and
first, in spite of the extent to which the ERA competed in the June 1946 Paris GP’ (Nye,
threat had been touted even into 1942. 1993, p.44). Apparently it did not take very
The Paris Coupe des Prisonniers race had long for them to be fettled and Sanesi was soon
been run to the 3-litre supercharged/4.5-litre driving up and down the autostrada closest to
unsupercharged Grand Prix rules. The races in Portello in late 1945. However, it was any­
1946 were essentially Formula Libre events, thing but hasty as the cars were in Portello for
incorporating the 3-litre and 1.5-litre cars. seven months before the race, and it would
Luigi Villoresi was at the head of the field at appear that all the other cars were too, not just
the end of the Grand Prix de Nice in April and the two 158s.
Raymond Sommer won the Gran Prix de Company president Pasquale Gallo had
Marseille in mid-May in his Maserati 6CM. given Satta full authority over Alfa Corse and
He repeated his victory a week later at the Satta decided which races would be run in
Grand Prix du Forez at St Etienne, a pleasant, 1946. The Federation Internationale Auto­
little-known circuit which hosted very few mobile (FIA), through its new sporting arm,
events. The Coupe de la Resistance was run in the CSI, announced the 1.5-litre Formula A
the Bois de Boulogne in Paris on 30 May, and for Grand Prix cars for 1947, but races were
this time Jean-Pierre Wimille s Alfa Romeo being run to those regulations by the later part
308, entered by Ecurie Naphtra Course, was of 1946. Formula B was to cater for the unsu­
the victor from Louis Chiron. percharged 2-litre cars. The importance of the
1.5-litre engine which Alfa Romeo, and
Alfettas Return Scuderia Ferrari, had worked on for so long
was now becoming clear. Under Satta’s direc­
A race in Paris, the Coupe Rene La Begue, tion, Sanesi supervised the first revisions to the
was announced for 9 June, to be run on a street 158 in the post-war period, although the
circuit in the St Cloud area of the city, and details of these remain somewhat sketchy.
promoted as having works entries. This was Borgeson (1965) implies that the 158s ran in
not, however, the first race to do so post-war, 1946 with the two-stage blowers but is not
64
 The Post- War Revival

specific about the date and he quotes 254bhp Jean-Pierre Wimille

at 7,500rpm as the power output. This would
seem to come from Pomeroy’s history of the Wimille was born in Paris in 1908 and started
racing in 1930. Until recently, his place in motor
158 s development, as Pomeroy also states that racing has been generally overlooked, although
‘the engine output when the cars reappeared Juan Fangio had enormous respect for his talent
in the immediate post-war racing of 1946 and considered him to be the best driver in the
was 254bhp at 7,500rpm, this representing immediate post-war period, by which time he had
a b.m.e.p of 2941b/sq in at 3,450ft/min’ already accumulated an impressive record. The
(Pomeroy, 1965, p.35). Pomeroy also makes it recent biography of Wimille is a very important
clear that this was prior to the adaptation of addition not only to what is known about the
two-stage blowers. driver, but to what is known about the 1940s.
Whatever the details of the revisions, two Wimille would have been better known but for a
number of factors over which he only had partial
158s were sent to Paris for a race that was control. One was that he was a Bugatti driver
important mainly in retrospect; it turned out to when Bugatti was less successful, and he then
be the event that spurred Alfa Corse to make engaged in a fascinating war-time period in the
the in-depth modifications that would result in French Underground, about which very little
a run of no losses until July 1951. It seems that ever came to light. He was a star Gordini driver
this race came about at least partly through the but the Gordini was not a star car, and of course,
efforts of Jean-Pierre Wimille. By now, Gian- the 1945—49 period of racing was hardly recog­
nized in historical writing.
batista Guidotti was acting as Alfa Corse team With the exception of the Monte Carlo Rally in
manager, although he may not have been offi­ 1931, when he drove a Lorraine, Wimille raced
cially appointed to that post and was also car­ only Bugattis from 1930 to halfway through 1932.
rying out other responsibilities in Milan. He At that time, he started racing the Alfa Romeo SC-
had heard of Wimille s involvement in a Paris 2300, and gained his first victory at the Lorraine
garage selling cars and apparently had the Grand Prix on 26 June 1932. He remained with this
authority to invite Wimille to Italy, where he Alfa, in spite of its reliability problems, to the end
of 1933, and then returned to Bugatti for forty-six
asked him if he would like to import Alfa races in 1934, ’35, ’36 and ’37. At the end of 1938
Romeos into France. A little-known story had he was in the Grand Prix Alfa Romeo 316 before
emerged about what happened at this meeting. returning again to Bugatti in 1939 and after the war
Perhaps to celebrate Alfas going to France, in 1945, accumulating a total of twelve wins for
there was a gathering in Nice, where Wimille Bugatti. He was the winner of the first 1946 race in
drove the Alfetta in a demonstration run start­ Paris in the 308 and for the rest of his career drove
ing at the Hotel Negresco; he even drove it up only Alfa Romeos and Simca-Gordinis.
the La Turbie hill-climb course, beating his
old record with the 308, in the presence of
Jean-Pierre Wimille was Alfa's best
post-war driver and , according to
Fangio, one of the all-time best. (Alfa
Romeo Storico)
The Post- War Revival

luminaries such as Porfirio Rubirosa, Charles Raymond Sommer was not put off by the
Faroux and others. general reckoning that the Alfas were about to
Wimille had been in the Air Force in the dominate and he flew around the circuit two
war and one of his pilots, who also had raced, seconds quicker than Wimille, with Farina
had subsequently become the Mayor of the St four seconds further back, ahead of Nuvolari.
Cloud area of Paris. A section of autoroute with Race day was wet, which made Sommer
a tunnel was being completed there, and happy as he thought this gave him a chance to
Wimille convinced the Mayor that a race was contain the Alfettas. He was off into the lead,
the best way to celebrate the project. Alfa but Wimille came around in front at the end
Romeo were persuaded to pay their expenses of the opening lap, just holding off Sommer,
to the French-Italian border, from where the and Farina headed Nuvolari, Chiron, Rug­
Mayor would pay the remainder (Paris and gieri and Mazaud. Farina got past Sommer,
Mearns, 2002). Whether Wimille got his drive not easily, on lap 10. He then ended up in the
on the strength of this deal is not certain. It pits with a failed clutch, and then Nuvolari
seems more likely that he was offered the drive was gone with a broken cylinder. After nine­
as Guidotti thought he was a prime candidate teen laps, Wimille too was in with a clutch
for the team, and the race came about as a failure and Sommer went on to win from
result of the sales deal and the relationship Louis Chiron.
Wimille forged with the Italians. It was a humiliating defeat for Alfa Corse.
The St Cloud circuit was impressive to say The sleeve holding the disc pressure-bearing
the least: 4 miles (about 6.5km) in length and of the clutch overheated and this caused it to
the tunnel half a mile (almost a kilometre) seize on the spline shaft (Hodges, 1966).
long. The entry for the race was the best so far, While many historic accounts say that the cars
partly because this new street circuit had cap­ were ‘hastily prepared’, this is untrue; Sanesi
tured the imagination of drivers and the himself has said that they were being sorted
public. Tazio Nuvolari, Raymond Sommer before 1945 was over. It might be that the
and Araldo Ruggieri were all in Scuderia clutches were not changed, or that the small
Milan Maseratis, Chiron had a Talbot 26, improvement in power put too much of a
Eugene Chaboud a Delahaye 155, Harry strain on the clutch. Virtually all subsequent
Schell and Maurice Trintignant were also in historians agree that Alfa Corse learned an
Maseratis and Charles Pozzi had a Delahaye. important lesson, that cars would be prepared
Farina’s car before the start of practice
at the 1946 Grand Prix des Nations
in Geneva. (Biscaretti Museum)

66
Before the start of the Grand Prix des
Nations at Geneva, on 21 July 1946,
where Wimille and Farina won a heat
each and Farina the final. (Alfa
Romeo Storico)

much better in the future, and that there the other two as ‘1939’ cars, and this implies
would be sufficient entries to guarantee that the twin-supercharged cars were some­
victory. This strategy worked. thing newer and had perhaps more than just
Sanesi was charged with the responsibility the addition of the blowers.
of properly preparing the Alfettas for the next The Grand Prix des Nations was run on a
race, the Grand Prix des Nations at Geneva on street circuit of less than 2 miles (3km), passing
21 July. According to Pomeroy, the Palace of the League of Nations in central
Geneva. Venables’ (2000) account of this race is
as early as July 1946, a car made its appear­ interesting from several points of view. He notes
ance with two-stage supercharging. This was Varzi’s return to health and freedom from his
contrived by placing an enlarged first-stage earlier drug addictions, and he also says that the
blower behind the original central blower, team of mechanics was headed by Alessandro
the first-stage component drawing mixture Gaboardi, rather than Consalvo Sanesi. Perhaps
from a triple-choke downdraught Weber car­ Sanesi’s capo collaudatore designation meant some
burettor and feeding, through an intercon­ mechanical responsibility but did not include
necting pipe, into an updraught inlet port on the role of chief mechanic. The other note is
the second stage (Pomeroy, 1965, p.35). that the team, in spite of looking well prepared
and orderly, was working on a very small
Nye (1993) argues that two of the cars entered budget. Much of the Alfa Romeo hierarchy
for the Swiss race were 158/46B models for attended this prestigious race, including techni­
Farina and Varzi and they had the two-stage cal director Orazio Satta Puglia, his deputy
blowers, and Hodges agrees with this, Garcea, who was heading the experimental
although he says that this raised the power to division, and Garcea’s deputy Livio Nicolis,
254bhp at 7,500rpm; Hull and Slater (1982) who was about to assume much greater respon­
contend that the power was rated at 260bhp sibility for racing programmes. Gioacchino
and that three cars, including Wimille s, had Colombo was visiting and reporting back to
the two-stage supercharging and only Trossi Enzo Ferrari, who had Colombo working on
ran the single-stage version. Sheldon and several engine designs; at this stage, it seems,
Rabagliati (1993) hold to the version that has Colombo was engaging in some ‘moonlighting’
Farina and Varzi in the ‘later’ cars, referring to as well as retaining his post at Alfa Romeo.
67
The Post- War Revival

Achille Varzi
Little is recorded about how Varzi came to be driving In 1934, Varzi won the Mille Miglia and the
an Alfetta in Geneva. Team manager Gianbatista Bordino, Tripoli, Penya Rhin and Nice Grand Prix,
Guidotti must have made the choice when he was as well as the Targa Florio. The following year he won
recruiting Wimille, but there does not appear to be an the Tunis Grand Prix and finished well in several
account as to how this came about. others, as he did in 1936 when he won in Tripoli for
Varzi was a legendary and charismatic person. Born the second time. That victory is now also viewed as
in Galliate in 1904, he always seems to have been a marking Varzi s descent into drug addiction. After dis­
chilly and unsmiling driver, and there are few photos covering that the Tripoli race had been fixed to
of his remarkable career that portray him with a smile appease Italian interests, Varzi fled the politics he
on his face. He started on motorcycles in 1923 and hated, into the arms of Ilse Pietsch, wife of driver Paul
then raced Bugattis from 1928. His success with the Pietsch, who comforted Varzi with morphine. Their
French cars led to an offer from Alfa Romeo to drive relationship and mutual addiction caused erratic
the P2 and he finished second at the Grand Prix of behaviour in Varzi, although he is considered to have
Europe at Monza. His victory in the 1930 Targa been ‘rehabilitated’ after the war. His sensational pre­
Florio was one of several that earned him a reputation war Mercedes drives tended to make his signing for
as a ‘legendary’ driver. Certainly, he was capable of Alfa Corse seem too late in the day, but he none the
incredible performances, always with a smooth and less became a force to be reckoned with within the
calculated style. team.

With four 158s on hand, for Farina, crowd. Wimille, Farina and Varzi blasted away
Wimille, Varzi and Trossi, Alfa Corse looked into the lead, and Villoresi crashed on the first
like it had the upper hand. Venables expresses lap, forcing Reg Parnell to do the same. Trossi
some surprise that Wimille immediately set caught up with the leaders having passed
fastest time, given that Wimille was, as he Nuvolari (to Trossi s delight) and Raymond
believed, in one of the single-stage blown cars. Sommer, but Varzi stopped in the pits to have
The opposition appeared to be formidable, his engine looked at. Farina and Wimille were
with Sommer, Villoresi, Nuvolari and Rug- exchanging the lead every lap, and when they
gieri in Scuderia Milan Maseratis. ERAs were lapped Nuvolari on lap 32, he took exception
present to challenge the Continental teams, to this and knocked Wimille off the road.
some time after the British press had hoped for Wimille had to bump-start the car but Trossi
this confrontation, with Bira and Raymond had gone past, and then the famous incident
Mays entered, among others. The event was to occurred: the black flag was shown to
consist of two qualifying heats and a final, the Nuvolari for his behaviour, but he studiously
first six from each heat going into the final. ignored it, and the organizers finally gave up
Wimille put his 158 on to pole position by a and put the flag away. Count Lurani later said
second over Varzi who was just quicker than that Nuvolari was desperate to beat the 158s as
Luigi Villoresi in the qualifying for the first an act of revenge for the way he felt he had
heat, and Farina, Trossi and David Hamp­ been treated by Alfa Romeo (Lurani, 1959).
shire’s ex-Seaman Delage led the other group. Some reports state categorically that Wimille s
In the wet first heat, Wimille disappeared ability to keep pace with Farina in spite of
into the distance and left Varzi and Villoresi in having the single-stage blown engine showed
his wake. In the second heat, it took Farina how remarkable a driver Wimille was.
three laps to catch Nuvolari, and then Trossi Varzi managed to get going again and was
did likewise, with de Graffenried fourth. seventh. It took a great deal of persuasion to
The final was dramatic, in front of a huge get Wimille to shake hands with Nuvolari after
68
 The Post- War Revival
the race, and the crowds hissed and shouted at the communist unions of the various periods.
the Italian for the way he had broken up the Many of these records are militant in tone, and
lead battle. What no one knew at the end of the communist union was often putting pres­
this race was that Alfa Corse and the Alfettas sure on a number of areas of management to
would not lose another race until 1951. provide opportunities for the workers. With
some sense of irony, many of the anti-Fascists
The ‘First5 Formula 1 Race who looked carefully at Sanesi’s record imme­
diately post-war were the same characters who
The FIA had decreed, with general agreement were arguing for Sanesi’s inclusion in the team
from national organizations and constructors, as a driver.
that the 1947 Grand Prix races would run to Sanesi’s view of his role in the team was
Formula A, which rapidly became known as somewhat different: ‘I was capo collaudatore and
Formula 1. This meant that 1500cc super­ it was normal for him to drive on the racing
charged or 4500cc unsupercharged cars, with team if he was willing to do so. I was never
no weight restrictions, would race in events of appointed for the unions, I was not a strong
not less than 300km in length, or three hours in union man. This was not true!’ (Nye, 1986,
duration. Some of the organizers in 1946 were p.49). Pïowever, Sanesi also agreed that it was
using this as the rule of thumb in their events, Satta who came and invited him to drive after
but it was the Gran Premio del Valentino in he had done such a good job preparing the
Turin on 1 September 1946 that became the cars for the Geneva race.
first race to accept only cars meeting the new
1947 regulations. Turin therefore goes down in
history as the ‘first Formula 1 race’, in spite of
the fact that many people believe Formula 1
only began in 1950 when the World Champi­
onship for Drivers was instituted and the official
change of name from Formula A to Formula 1
took place.
Jean-Pierre Wimille’s fastest lap at Geneva,
in the 158 that most historians consider to
have been running with only the single-stage
supercharger, was viewed as a credit to his
considerable ability, and did not interfere with
plans to continue adaptations to the other cars
at Portello. Two more cars then had the two-
stage arrangement fitted. The same four
drivers as at Geneva —Wimille, Varzi, Farina
and Trossi —were entered, along with a fifth
car for Consalvo Sanesi.
Venables (2000) alludes to some pressure
being brought to bear on the team by the trade
unions at Portello to put a ‘working’mechanic
into the driver’s seat, but the true situation was
somewhat more complex. In the Alfa Romeo Mechanic and test driver Consalvo Sanesi got his first race in
archives at Arese, among the important histor­ the 158 at the Gran Premio del Valentino, in Turin on i
ical documents, the records of the unions have September 1946. This was the very first race to be run to the
been preserved, including the newsletters of new Formula 1 regulations.

69
The Post- War Revival

In an interview in 1994, Sanesi was less Consalvo Sanesi

definitive about how his first race had come
about, agreeing that while it was within his Sanesi was born in 1912 just south of Florence,
role to race, and he had raced before, it was where his family by coincidence got to know the
certainly likely that technical director Satta family of driver Gastone Brilli Peri. Sanesi was
thoroughly overwhelmed by racing at an early age
had come under pressure from the unions, not and his parents asked Brilli Peri if he could help
only the communist unions, and may have the seventeen-year-old Consalvo get a job. Brilli
thought it was expedient to include Sanesi in Peri had won the Italian Grand Prix and other
the team. ‘At that time,’ Sanesi said, ‘I was events in Alfa Romeos and he arranged with Jano
confident enough in my own ability to accept for Sanesi to have a trial at Portello. Sanesi was
the offer and believe that I could do a good then subsequently employed. He essentially
job.’ Borgeson does not mention the union worked and rode as mechanic with Brilli Peri
until his death in a crash in 1930, when Jano then
issue in his writing and that in itself gives some assigned Sanesi to work with Campari, Borzac-
credence to the view that Sanesi did not know chini and Zehender.
that pressure may have been applied to Satta. When Scuderia Ferrari took over racing in
Borgeson had numerous discussions with both 1933, Sanesi remained at Portello to work with
Satta and Sanesi, and there would appear to be Marinoni, until Marinoni also went to Modena,
some evidence that Satta would not have made being replaced by Guidotti. They did not have an
this gesture if he did not want to do it himself. easy relationship and Sanesi became a roving con­
sultant to dealerships in Italy until the racing
This issue also raises the other quirk of his­ efforts returned to Portello. Gobbato wanted to
torical writing —recollections of an event not turn some testers into drivers for development
only change with time, but do so inconsis­ work. He then officially became a test driver in
tently. In interviews, Guidotti, Colombo and 1938 alongside Emilio Villoresi and Giordano
Sanesi have all been reported to be charming Aldrighetti. This meant he did some races as well,
men, seemingly reluctant to contradict the and he won the so-called ‘African Mille Miglia’
interviewer, and the interviewer s own version (the Tripoli-Tobruk road race), in 1939 with co­
pilot Ercole Boratto, who was Mussolini’s per­
of events. Perhaps this is characteristically sonal chauffeur.
Italian? Certainly, it occurs often enough to Villoresi and Aldrighetti were both killed in
warn the interviewer to be cautious in making 1939 in 158s, and when Marinoni came back, he
an absolute statement about complex events. was also killed, in 1940, and thus Sanesi became
Thirty-five entries were received for the chief test driver. He worked closely with Ricart,
Turin race, but twelve dropped out when they both testing and consulting, and continued to do
learned that the narrow width of the circuit a number of races such as the Mille Miglia and the
Carrera PanAmericana before getting his first race
had forced the organizers to allow only twenty in the 158. Sanesi probably put more miles on the
starters. This would mean three would not Alfettas than any other person.
qualify, and that included Wimille s friend and
associate ‘Raph’, and Harry Schell.
The five Alfettas had the first five places on
the grid, and even Sanesi was quicker than the was appreciated by the large crowd, and he
Maserati 4CL of Nuvolari. Farina had been seemed to have returned to full health. Sanesi s
quickest of all, but when the flag dropped it good position was also applauded, and the
looked like Alfa Corse might struggle again as Sheldon and Rabagliati version of this race is
Farinas transmission broke immediately and strongly of the view that Sanesi was there
he was out. Other reports say it was a broken because of the unions (1993, p.152).
half-shaft or an axle. Varzi and Wimille were A groan went up as Sanesi coasted to a halt
in front as Nuvolari nipped past both Trossi on lap 8 with magneto failure, and then Trossi
and Sanesi into third. Varzi s position in front was overtaken by Sommers 4CL, the steady
70
 The Post- War Revival

The cars prepare for the start of the

Gran Premio del Valentino, with four
158s on the front row: (left to right),
Farina, Wimille, Trossi and Varzi. (Alfa
Romeo Storico)

Just before the start of the Gran Premio

del Valentino, which was won by
Achille Varzi.

Chaboud in his Delahaye 135, and Enrico felt he deserved; in the presence of a large
Plates’4CL. The latter was about to retire from section of Alfa Romeo management, this
racing to become a team entrant and manager. would not be desirable. In the event, whatever
Trossi s sixth place looked better on paper than Wimille thought, he did allow Varzi to win,
it actually was, as he was a full nine laps behind although there would be repercussions later.
at the finish. Varzi and Wimille had a close Both had driven extremely well on the tight
battle for several laps, until they had opened up and difficult circuit and the mechanical weak­
a huge lead, and team orders intervened —the nesses of the other Alfettas did not afflict the
first time there was clear evidence of team first two, although the Valentino Park circuit
orders with the Alfettas. Varzi took the victory, put considerable strain on brakes and transmis­
with Wimille on his tail, and Sommer two laps sion. (This circuit still exists just above the
adrift. River Po in Turin, surely one of the most
Paris and Mearns (2002) speculate that evocative of the old street circuits of the
Guidotti began to worry that Wimille would period.) This race had been run in the dry,
disobey team orders and take the victory he although a number of subsequent events took
71
The Post- War Revival
place there in much worse conditions on a meant the lucky Sanesi won the heat, from
very slippery surface. Sommer, Farina, Reg Parnell in an ERA A-
The final race of 1946 for Alfa Corse was type, and de Graffenried’s 4CL, while the new
run — to the same 1947 regulations — two Cisitalia driven by Piero Taruffi just failed to
weeks after Turin, at Sempione Park, which qualify for the final.
was not far from the Portello factory in Milan.
Using public roads, the very tight and arduous
1.7-mile (2.75km) Circuito di Milano was to
consist of two twenty-lap heats and a thirty-lap
final, in front of another large crowd. Five
Alfettas were entered, for the same drivers as
at Turin with the exception of Wimille who
was absent. According to Venables (2000), he
was dropped as not being needed for this
home race, which seems an over-simplifica­
tion. He had clearly been annoyed at the
outcome of the Turin race, and this, added to
the fact that he had requested Alfa Corse to
lend him a car for the Grand Prix du Salon in
Paris on 6 October and had been turned
down, may have led him to opt out. Alfa
Corse were beginning to demoralize the
Maseratis with the speed of the 158, so it does
seem odd that they would drop one of their
top drivers.
Nevertheless, the race on 21 September had
a strong entry, with Nuvolari, Villoresi,
‘Raph’ and Sommer all prepared to challenge
the Portello cars in their 4CL Maseratis. Piero
Dusio was entered in a Cisitalia but did not T he drivers before the start o f the C ircuito di M ilan o on the
appear. Villoresi proved quickest in practice road circuit in M ilan , on 3 0 Septem ber 1 9 4 6 : (left to right),
for Heat One, with Varzi and Trossi behind Trossi, A chille V arzi an d M aserati driver L uigi Villoresi. (A lfa
him. With only five cars qualifying from each R om eo Storico)
heat for a ten-car final, the competition at the
front was ferocious. It was Trossi who was Farina was on the second row for the final,
moving slightly before the flag dropped, with but was again on the move before the flag fell,
Varzi in tow, and he eventually took over although this time he was forced to brake to
the lead from Trossi, Nuvolari, Villoresi avoid exclusion. The smooth and unruffled
and Georgio Pelassas 4CL. Farina blatantly Trossi came around in front at the end of the
jumped the start of Heat Two, so much so that opening lap from Varzi, with Farina and Sanesi
everyone went with him, but this time the close behind. Tazio Nuvolari had been with
officials put out the red flag for a restart. Con- the lead group but retired on only the third lap.
salvo Sanesi had difficulty starting and had to This was a sad departure for a man who was
be pushed at the first attempt so would have now ill and for the most part in decline. Trossi
been disqualified but for the restart. Farina was overtaken by Varzi but retook the lead in
again anticipated and jumped the start, for one of his best drives. Farina spun and is
which a minute was added on to his time. This alleged to have retired because he could not
72
 The Post- War Revival
accept that the Maserati of Sommer was going related to this. There were many drivers who
to beat him to the flag. Trossi won, from Varzi, wanted strong action taken against Farina for
Sanesi, Villoresi, Sommer and de Graffenried. his behaviour at the start and perhaps also for
Varzi and Farina shared the fastest lap. Venables his general recklessness.
(2000) argues that Trossi, with his characteris­ This was to be the last race of the season,
tic pipe in his mouth, was earmarked for the but activity did not stop, and a fairly ambitious
win, and Farinas petulance may have been winter plan of improvements was put in hand.
The start of the Circuito di Milano,
with Varzi (2), Trossi (12) and
Ruggieri’s 4C L Maserati moving for
Heat One. (Alfa Romeo Storico)

Varzi won Heat One and was second

in the final, to Trossi. (Alfa Romeo
Storico)

73
 Sanesi required a push start before he
could g et going in H eat Two, which he
won, after Farina was pen alized fo r a
ju m p ed start. (Alfa R om eo Storico)

Changes for 1947 —the 158/47 The second significant decision concerned
All the 1947 Grand Prix races were to be run the size of the team, which was reduced by the
to the new regulations (a few had already departure of‘Nino’ Farina. This was apparently
taken place under these new rules in the latter precipitated by indications from the team that
half of 1946). Alfa Corse made a number of Jean-Pierre Wimille would be team leader.
important decisions for 1947, although there According to Tony Hogg, ‘his pride and patri­
is little evidence as to the rationale for these. otic spirit made it inconceivable to Farina that
First, Alfa Corse would enter only four Alfa Romeo should offer pride of place on the
Grand Prix events for 1947, picking presum­ team to a Frenchman’ (Hogg, 1965, p.60).
ably what were seen as the most important, as There are no other references to Wimille having
an international championship had not yet number-one status, and in fact he felt at some­
been established. There were to be twenty- thing of a disadvantage being the only foreigner
one Grand Prix races throughout Europe — in the team. Farina would not rejoin the team
most of them in France, with others taking until 1950, and even then he would be in similar
place in Italy, Sweden, Switzerland, Belgium, disputes over Fangio’s status at Alfa Corse.
Ulster, the Isle of Man and Jersey —so four The major change involved modifications
seems a very small number indeed. to the cars, and these came in two areas. In

M echanic A ugusto Z anardi and chief

mechanic Alessandro Gaboardi test the
revamped 1 5 8 /4 7 at the San Siro
Park in M ilan in the beginning o f
1 94 7, with snow still on the ground.
(Alfa R om eo)

74
 The Post- War Revival
1944, Livio Nicolis, who had been with Alfa
Romeo since 1941 except for his spell as an
inspector of aircraft in the Italian Air Force,
was back working under Giampoalo Garcea in
the new experimental department. In 1947,
Garcea, with Sattas agreement, put Nicolis in
charge of all racing activities, and gave him
direct responsibility for the Grand Prix cars.
Nicolis, in close collaboration with Satta,
headed development for the cars and together
they established the policy of competition
development for customer cars that would last
for many years.
There are several versions of the modifica­
tions made to the team 158s for 1947. Basi­
cally, five cars had minor changes and a new
variant, the 158/47, was developed although
not raced in that year. All the writers who
describe the changes for 1947 tend to mix Blueprint drawing o f the 158/47, front view. (Alfa Romeo
those modifications for the five cars with some Storico)
of the adaptations to the 158/47, and thus
exact detail of the cars used through the season
remains somewhat cloudy. Pomeroy (1965) is
the source of most of the other material, and
Pomeroy s style of recording construction and
subsequent development is not easy to follow.
However, he states that power for 1947 was
raised primarily by means of increasing mani­
fold pressure. He adds that the shield between
the exhaust and the magneto was not suffi­
ciently effective and the magneto was moved
T
to a cooler location to be driven from the front
end of the inlet camshaft. He describes a
rearranged water circulation system as follows: 1p

The four offtake pipes, placed on the centre

line of the head and between numbers 1 and \ L _ J
2; 3 and 4; 5 and 6; and 7 and 8 cylinder
bores, were supplemented by four down Blueprint drawing o f the 158/47, rear view. (Alfa Romeo
pipes feeding high-velocity cold water into Storico)
the head immediately above the exhaust
ports of cylinder numbers 2, 4, 6 and 8. (2001) he says that it was up to 265bhp.
(Pomeroy, 1965, p.37) However, according to Nye (1985), the 1947
figure was 275bhp at 7,500rpm. Pritchard
Ludvigsen (2000) quotes the engine power as (1965) had it at 265bhp but also (inaccurately)
254bhp, although this had already been had the twin-stage superchargers being used
achieved in 1946, and in his slightly later work for the first time in 1947.
75
The Post- War Revival
Venables (2000) dates the work on 158/47 as much earlier stage. The limited detail in Nye’s
happening alongside that being done on the comments about what repairs took place
team’s five 158s which would be racing in 1947. makes it quite possible that he is referring to
However, he indicates that further work was Colombo’s earlier ‘patching up’.
done on one of the cars, and it is not entirely Pomeroy gave further details of the 158/47,
clear whether this might have been a new and implies it was the model for the 1950/51
chassis, one of the five, or a sixth which had cars as well. He says that ‘air was ducted to the
been in use in 1946. Work on the 158/47 con­ downdraught carburettors by a forward-facing
sisted of enlarging the low-pressure first-stage trunk, this at first extending to about the mid­
blower, and fitting an additional fuel tank to the point of the engine and on later models being
right side of the cockpit. Changes were also carried forward to just behind the front spring.
made to the ducting for the blower’s air intake. The exhaust system at first had a single dis­
It would now draw from the vent in front of the charge pipe but on later models the centre four
cockpit, which had been used to force cool air cylinders and the two end pairs discharged
to the driver. The exhaust was returned to the into separate pipes’ (Pomeroy, 1965, p.37). He
single-pipe system, which had been tried some also notes that the front and rear spring rates
time earlier, and the modifications gave 310bhp were lowered on the 158/47 and this carried
at 7,500rpm. The additional fuel tank was nec­ over into later cars.
essary as the fuel consumption increased signif­ Borgeson discussed even further refine­
icantly, and more tankage would be added at ments made to the 158/47, which had con­
later stages. Some accounts claim that the tinued developmental work into 1948:
increase in power brought other problems.
According to Hodges, the 275bhp 1947 cars Originally a large air horn had delivered air
were certainly suffering from it: to the blower from a low position near the
front of the car. This resulted in the aspiration
But even the small increase in power achieved of dust and grit, rapid blower wear and even
in the engines raced during the year found jamming. Then the air horn was turned
a weak spot. Crankcases - Elektron castings around and pointed towards the firewall, with
with an ultimate tensile strength of approxi­ some improvement in this problem. In the
mately 16 tons/sq in developed minor cracks 158/47 the air horn was brought through the
at the main bearings. On all the engines, firewall, where it drew air directly from a
therefore, tie rods were fitted between the shutter in the cowl. This shutter had been a
caps of the crankshaft main bearings and the cockpit-cooling feature of the bodywork
block(s). With this seemingly makeshift from the very beginning and so the change
repair, they were to serve for another four went unnoticed by all but Alfa’s racing team,
years. (Hodges, 1966, p.6) which thought that the ‘forced’air thus deliv­
ered to the blowers at high speed added as
As these repairs are not mentioned in any race much as 25bhp to the engine’s output. Some­
reports, it seems impossible to date them. It is thing else that went unnoticed and has not
also unclear as to whether Hodges may have been mentioned until now is the fact that
been referring to the engine in the 158/47. after this change Alfettas always started a race
Nye (1993) makes almost the same statement with these shutters closed. Usually after two
as does Hodges and, in the light of no refer­ laps a white flag would be waved as each car
ence to Colombo’s repairs to the engines passed the Alfa pits and this was the signal for
before the war in either of these works, it the driver to open the blower-intake shutter.
seems that these repairs must only have come The reason for this was that it had been
to light in 1947, but must have happened at a learned from hard experience that during the
76
 The Post- War Revival
Team manager Guidotti (left),
driver/journalist Count Johnny Lurani
(centre) and Giacchino Colombo (right)
at the 1947 Swiss Grand Prix at
Bremgarten.

first couple o f laps o f any race great quanti­ first of the two heats and final. Trossi was a long
ties o f rubber particles were thrown from way (some thirteen seconds) ahead of Varzi and
brand-new tyres. This was o f no significance this was partly accounted for by the crowds
to the unsupercharged com petition but it had pressing on to the road. As it was, Guidotti had
been know n to cause jam m ing o f the Alfetta’s done virtually all the driving on the first day of
blowers. (Borgeson, April 1965, p.49) practice in order to make sure the cars were
running well. Bira in a Maserati 4CL was
A Year o f Victories another seven seconds off the pace. However, as
the heat got under way, Trossi gave way to Varzi,
The 1947 season had started somewhat sur­ who won as rain made the conditions even
prisingly at the far northern circuit of Rom- more treacherous. Mays and Pagani followed
mehed in Sweden in February, on an airfield the two Alfas in as conditions worsened. On the
with gravel embedded in the snow for trac­ slowing-down lap, a small boy ran across the
tion, but it was a disaster, as all but four cars circuit, to be hit by Varzi. The unconfirmed
were in an ice-bound ship in harbour at story is that he died of his injuries, but details
Gothenburg. Reg Parnell led the three finish­ and confirmation apparently never emerged.
ers in an ERA! The second race took place Disaster was close at hand in the second heat
only a few weeks later on a frozen lake, after as well. Villoresi and Sommer now had two-
the cars had been released from the ship. stage superchargers fitted to their Maseratis,
Pagani s 4CL Maserati won the race at Pau in but practice seemed to dispel any hopes they
April, and Maseratis shared victory with might have of defeating the cars from Portello.
Talbots for the next few events until Alfa Wimille was eleven seconds quicker than Vil­
Romeo showed up at the Swiss Grand Prix at loresi, with Sanesi four seconds further back
Bremgarten on 8 June. and Sommer a huge twenty-six seconds
The Swiss Grand Prix was the first important behind Wimille. Although Villoresi and
event of the year, even though it was already Chiron made a fight of it at first, while
June. Again, there was a large crowd and this Sommer was in plug trouble, Wimille and
made the Bremgarten circuit even more dan­ Sanesi eased away to win. Leslie Johnson in his
gerous than usual, as there was virtually nothing Talbot 150C struck two spectators standing on
between the cars and the spectators. Trossi and the road, killing them, and the atmosphere
Varzi were able to show the Alfa threat in the became tense before the final. Many wanted
77
The Post- War Revival

Tiie engine o f Sanesi’s 158 is worked on in practicefor the Team manager Guidotti drove all four o f the team’s cars in
Swiss Grand Prix, 1947. practicefor the 1947 Swiss Grand Prix.

Although Sommer got the jump at the start

of the final, Wimille and Varzi soon sped past
and Wimille opened up a gap to Varzi. He was
supremely in control and driving at his best.
He slowed towards the end to let Varzi catch
up, and this pair led Trossi and Sommer’s inter­
vening Maserati across the line before Sanesi
brought the fourth 158 over the line. The
drivers all stopped immediately as the crowd
invaded the circuit.
W imille at Spa
Varzi in practicefor the Swiss Grand Prix. He won the first The Belgian Grand Prix was considered
heat and was second in the final. He and Leslie Johnson both another of the ‘important’races, so most of the
hit spectators in practice, when crowd control was poorly regular teams were present at the daunting and
managed. (Ferret Fotographics) magnificent 9.2-mile (14.75km) road circuit
in the Ardennes on 29 June, although there
the race abandoned, but the organizers was no sign of the two-stage Maseratis after
worried there would be a ‘bad reaction’ from their problems in Switzerland.
the crowd. (Eventually, the Le Mans disaster of Alfa Corse sent four cars, for Wimille,
1955 would provoke action from the Swiss, Varzi, Trossi and Sanesi, and the Frenchman
who decided to stop racing completely, rather was quickest, and full of confidence after his
than provide reasonable security, which they Swiss win. In fact, Wimille did only three
should have done years before.) practice laps and set his time on the second
78
 The Post- War Revival
Swiss Grand Prix i 947: Varzi laps the Cisitalia D 46
of Harry Schell in Heat One.

Swiss Grand Prix 1947:Jean-Pierre Wimille had superb Swiss Grand Prix 1947: Count Carlo Trossi was on pole for
victories in Heat Two and the final. Heat One but finished second behind Varzi, and was third in
the final.

Swiss Grand Prix 1947: Varzi’s

total concentration is evident.
The Post- War Revival
Swiss Grand Prix 1947: Varzi grits
his teeth over the bumpy Bremgarten
cobbles.

Swiss Grand Prix 1947: Consalvo

Sanesi managed second in Heat Two
and fifth in the final.

Swiss Grand Prix 1947: Wimille was

at his relaxed best in both his heat and
final. (Ferret Fotographics)

80
Varzi leads Wimille at the Grand Prix de
Belgique on 29 June 1947, although
Wimille won, with Varzi second, and Trossi
and Guidotti and Sanesi shared third place.
(Alfa Romeo Storico)

with a new lap record. Varzi, Chiron, Trossi third, in a tribute to Guidottis ability as a
and Sommer were next on the grid, with Vil- driver. Sanesi should have been fourth but
loresi not appearing at Spa. Team orders seem stopped and failed to cross the finish line,
to have dictated a Varzi win but it was soon giving the place to Bob Gerard and Cuth Har­
apparent that Wimille was unhappy with team rison sharing an ERA B-type. Both Sommer
orders when he was fastest. Chiron crept at the and Chiron failed to finish, and the 60,000
start better than the others and was away first, crowd gave Wimille a rousing reception.
although Varzi and Sommer were soon past. Winning the European Grand Prix, as this
Wimille was not content to sit back, and race was entitled, also made Wimille the Euro­
forced the pace. In the early stages, Trossi was pean Champion, an appropriate recognition
hit in the face by a stone from another car. He of his position in Grand Prix racing at the
came into the pits and team manager Guidotti time. He had also set the fastest lap at over
took over while Trossi had his injuries treated, lOlmph (162km/h).
much distressed by the damage done to ‘my Hull and Slater (1982) make an interesting
beautiful nose’! point in quoting Trossi as having complained
Wimille and Varzi started an enormous about the slow pace of the race in the early
battle, changing places lap after lap, disregard­ stages, the Alfas being so much faster than
ing team orders; as Guidotti was on the circuit everyone else. Apparently, Trossi felt it was
himself, there was little he could do. Varzi, rather like being in a concours d’elegance instead
unlike Farina, was on good terms with the of a race, and reminiscent of the Alfa team at
other drivers, but still wanted every advantage Spa in 1925 when they took a lunch break in
he could get. Sanesi has said that he checked the race, just to rub in their superiority.
out each car for an advantage, but the cars
were allocated on a random basis. Varzi was Varzi at Bari
absolutely determined to win where possible
but Wimille had the edge. As it turned out, Alfa Corse made the decision to skip the
Varzi put considerable strain on his brakes, and Grand Prix de Reims and also the race at Albi
a brake pipe broke. Even after losing nine on 13 July, and chose instead to go to a very
minutes he managed to come back out and minor meeting at Bari with just three cars, for
regain second place, five minutes behind Varzi, Sanesi and Trossi. There is no indication
Wimille; the shared Trossi/Guidotti car was as to whether this was a warning to Wimille
81
The Post- War Revival
Sanesi, Trossi and Luigi Villoresi's
Maserati were on the front row of the
grid at the Gran Premio D ’Italia in
Milan on 7 September 1947, with
Sanesi quickest. Trossi won, from Varzi
with Sanesi third. (Alfa Romeo
Storico)

for not obeying pit signals, and it seems more an example of sportsmanship on Varzi s part,
likely that there was an agreement to let him but just as likely a slap in the face to Wimille,
race the Simca-Gordini at Albi. Wimille was who was considered at the time to be a little
racing for the Gordini team whenever his Alfa lacking in team spirit.
commitments allowed, although it is not pos­
sible to say whether there was a clause in either Season Finale at Milan
contract which gave preference to one over
the other. Presumably, driving the Alfetta While the rest of the 1947 races were being
would have been more important. shared between Chiron, Villoresi and Bob
There was virtually no opposition to the Gerard in the British events, Alfa Corse chose
Alfettas at the 5.3-mile (8.5km) circuit on the to do only one more race, the Gran Premio
south-east Adriatic coast. Chico Landi showed d’ltalia, which was being run on a 2-mile (3-
up in an Enrico Plate-entered Maserati 4CL km) circuit in the Milan fairgrounds, not far
and managed to get on to the front row with from Sempione Park, which had been used in
Varzi and Sanesi, but that was because Trossi the past. Monza was still being repaired from
had not made it to Bari. The race was some­ war damage, as thousands of heavy vehicles
thing of a farce as Landi retired and there were had been used and then stored there.
no other quick cars. Consalvo Sanesi injected Five Alfettas were entered, for Wimille,
some interest when he had a spin and was Varzi, Sanesi, Trossi and Alessandro Gaboardi.
forced to push the car to an incline, then set it Wimille then failed to appear and opinion is
off downhill, jump in and restart. While the divided as to what had occurred, some arguing
158 was the height of technology at the time, that Wimille had been dropped because of his
it was still possible to get it restarted while failure to follow team orders at Spa, and some
hot without great difficulty, a feature which saying he was replaced by Gaboardi under
remained with the cars until their career was pressure from the unions; the same had hap­
over. Varzi also added to the ‘show’by slowing pened to Sanesi in the past, in spite of his
and waiting for Sanesi to catch up so they denial of it. Both arguments probably apply;
could be running together. This was possibly Guidotti presumably bowed to pressure to
82
 The Post- War Revival

sanction the non-Italian, and followed this up Alessandro Gaboardi

by refusing to loan two cars for Wimille for the
Grand Prix de L’A.C.E, which was to run two Relatively little is known about the life of the
weeks later, on 21 September. Five cars, not Grand Prix newcomer Gaboardi, at least before
four, had been entered so it seems unlikely that his Alfetta drive, although he was Guidotti s assis­
tant and chief mechanic in the period between the
Gaboardi substituted for Wimille, and Alfa wars. He had also been a riding mechanic in the
Corse surely would not have been so churlish pre-war period, sharing fifteenth place at the 1935
as to replace the clear team leader with a Mille Miglia with Mercanti in an Alfa 6C-2300.
‘mechanic’? Of course, the team was churlish He is credited with one voiturette race in 1937,
enough to drop drivers for indiscretions, and went on to take part in many more races after
whether this might mean the difference 1947. He did a substantial amount of testing of the
between winning and losing a race. Alfettas alongside Guidotti, when the cars would
be driven down to Sempione Park for impromptu
The race at Milan was interesting from tests.

Varzi was relegated to the second row, three

seconds slower than Sanesi, and he was fol­
lowed by Ascari in a 4CLT, Chiron and
Sommer in 4CLs. The ever-improving de
Graffenried was next in his own 4CL and then
came Gaboardi, acquitting himself well after
being flung in at the deep end.
At the end of the first lap, it was Trossi in
front, and Villoresi already having troubles. By
lap 6, Trossi, Sanesi and Varzi were the front
trio. When Varzi went into the lead, he started
swapping places with Trossi to keep the crowd
happy, but these two drove an excellent race
and pulled away from the field. The Maseratis
were having a terrible time and one by one
they dropped by the wayside, only Alberto
Ascari staying anywhere near the Alfas, until
he too struck trouble. Gaboardi moved up into
fourth behind the other Alfettas for an Alfa 1-
2-3-4. It became obvious that a decision had
been made to give the win to Trossi. He had
eased away from Varzi but slowed to let Varzi
catch him, and Trossi then crossed the line
Trossi on his way to a fine win from Varzi at the 1947 Gran with his hands in the air, making it clear that
Premio D ’Italia. (Alfa Romeo Storico) he knew he was not quicker than Varzi. The
crowd resented this and booed, to Trossi’s con­
several perspectives. Consalvo Sanesi was sternation.
quickest of all in practice on a circuit new to With no cars going to Reims for Wimille,
everyone, and that was by 0.8 of a second over that was the end of the 1947 season. The
Trossi and a full 1.5 seconds over Villoresi in Maseratis had presented less of a challenge this
the new 4CLT Maserati with tubular chassis. year, although some of the other cars such as
83
The Post- War Revival
the Talbots did, but none were in the same (2000), four cars were sent, for Wimille, Varzi,
league as the Alfetta. Sanesi and Trossi, and a fifth, the 158/47, went
As Venables (2000) gets to the end of his to be used in practice. Venables states that it
review of 1947 he mentions the problems the was in this 158/47 that Varzi had the accident
team had with cracked blocks, but again there in which he was killed. He also clarifies the
is no certainty as to when this was dealt with. point that no further conversions to 158/47
Clearly, he chooses to link it to 1947, which specification had been made in 1947, and the
may mean either that it was dealt with at the ‘regular’ cars were viewed as sufficient for
end of the year, or that Venables is as much in 1948. Pritchard (1965) confuses the issue by
the dark about it as all the other writers. saying that the cars for 1948 had 310bhp,
which they did not, as only the 158/47 had
1948: Highs and Lows that power rating. Pritchard does say Varzi was
killed driving an ‘experimental car’. Lud-
While Alfa Corse’s first Grand Prix race did vigsen (2001) on the one hand says that Varzi
not take place until 4 July, at Bremgarten, was killed when he rolled the 158/47, but
again entitled the European Grand Prix, it cer­ contradicts himself (2000) by arguing that the
tainly was not the case that the racing depart­ 158/47 was only raced first at the end of 1948.
ment was inactive. In addition to the busy Nye (1993) agrees with Ludvigsen’s first
sports-car calendar, a number of cars had been version. Hodges has both Sanesi and Varzi
sent for a South American season during the trying the 158/47 in practice in Switzerland
European winter, where Jean-Pierre Wimille with Varzi crashing. Hodges then has the car
had done particularly well. It was as a result of reappearing at Reims, but Pomeroy has the
his performances in those races that Juan 158/47 being used for the first time in prac­
Fangio would later recall Wimille as the great­ tice at Reims, not Switzerland, and then
est driver of the time. racing in the following races. Hodges has its
The race at Bremgarten is a source of some race debut at Monza for Wimille. Borgeson
confusion, and was the occasion of a great dismisses the 158/47’s presence at the Swiss
tragedy for Alfa Corse. According to Venables race and says it made its debut at Reims.
The Swiss Grand Prix o f 1948, at
Bremgarten on 4 July, was also the
Grand Prix o f Europe. It was entirely
overshadowed by the death o f Varzi in
a practice crash. (Alfa Romeo Storico)

84
 The Post- War Revival
The car in which Varzi was killed
showed relatively little damage.
Christian K autz was also killed,
in another crash. (Alfa Romeo
Storico)

The variety of interpretations is interesting says that Varzi was killed in a 159. This is an
but largely academic. If Varzi was killed in the interesting comment as twin blowers were
more powerful 158/47, it might have indi­ being used on the other cars and it seems
cated serious problems inherent in the design. likely that the particular type of blower
If he was driving that car, and photos of the arrangement, as well as the chassis modifica­
car after the accident show light damage, then tions, were essential ingredients in the latest
it was obviously repaired and immediately run version of the car a few years hence.
again at Reims, as no second car to that spec­ Satta and Nicolis, shattered by the loss of
ification had been built. Hull and Slater the charismatic and legendary Varzi, were,
(1982) were also adamant that Varzi was killed along with many others, keen to cancel the
in the 158/47, but said that he had misjudged race. However, Norma Colombo, a former
‘the corner on the quarry leg of the circuit’ in attachment of Varzi s, whom he had married
the rain and mist, overturning and causing on breaking off with Ilse Pietsch, persuaded
crushing injuries to the skull. Paris and Satta that the team must race as a tribute to
Mearns (2002) quote Canestrini in describing Varzi. The other drivers must have had some
Varzi s accident as having happened because reservations about this, given the terrible con­
Varzi was blinded by the water from Wimille s ditions that persisted throughout the weekend.
tyres, as Wimille was just in front of him. The The race had Wimille, Farina in his own
Wimille biographers accept that Varzi was in Maserati 4CLT, Villoresi, Trossi, Ascari and
the 158/47. In fact they remind us that this Sanesi in the leading grid positions. Disaster
model was also occasionally called the 158A, was not far away and struck on the third lap, as
and they do say that the car was immediately de Graffenried, Fagioli and Christian Kautz,
repaired as Wimille drove it next. The 158A in an Enrico Plate-entered Maserati 4CL,
designation adds more confusion and David tangled and Kautz was killed. While he did not
Owen (1982) refers to this car as the 158D. enjoy the fame and stature of Varzi, Kautz was
Sanesi later refers to Wimille driving the car one of the few to have raced the Mercedes and
with two blowers as the one that would later Auto Union pre-war; the race was now totally
become the 159 and Lurani (1959) mistakenly overshadowed by these accidents. Wimille was
85
The Post- War Revival

Trossi concentrates on the road during the Grand Prix of

Europe, 1948. (Ferret Fotographics)

Sanesi’s Role
Some years after the Bremgarten race, Sanesi con­
fided that he rarely looked for or received help
Trossi leads Wimille in Switzerland in 1948; Trossi had from any of the team’s drivers, and if any had been
another good win and Wimille was second. (Alfa Romeo offered it would have been vague and not likely to
Storico) help anyway. The exception was at the Swiss race,
when he had said to the management that he was
leading and it took Trossi twelve laps to pass too slow and wished to stand down. However, he
Farina so that Alfas were 1-2. Then Wimille spoke with Wimille whom he saw in a very pos­
made a stop to add water and Trossi was in itive light (unlike some of the other drivers), and
front, and Wimille spent the rest of the race Wimille advised him that he should be taking a
trying to catch him. When Farina had his particular corner in fourth rather than second gear
and using the throttle to balance the car to get it
engine go, Villoresi inherited third and Sanesi to come out of the corner more quickly. This
fourth ahead of Ascari and Chiron’s quick confirms Wimille s ability to use higher gears on
Talbot. specific corners than some of the other drivers
Trossi enjoyed his win in this dismal race, did, accounting for his rare damage to gearboxes
but it would prove to be his last victory as he and engines, and it possibly demonstrates his
was already ill with what would turn out to be better feel for using the torque inherent in the 158
engine. Sanesi also remembered his time as being
lung cancer. Four drivers had now died in the two or three seconds off the pace when in fact he
158: Emilio Villoresi, Giordano Aldrighetti, was twelve seconds slower than Wimille, and this
Attilio Marinoni and the great Achille Varzi. must cast a degree of doubt on his memory. Sanesi
also expressed unhappiness at the pay he was
getting as a regular employee whose job included
French Win for Wimille driving, as opposed to the fee the contracted
Although the Grand Prix de L’A.C.F. took drivers received, perhaps indicating he was more
of an aggrieved worker than some of his earlier
place only two weeks after the Swiss race, on statements indicate. (Nye, 1986)
18 July, Trossi was stood down by Alfa Corse,
86
 The Post- War Revival

W im ille takes tim e to look at the

photographer. (Ferret Fotographics)
The Post- War Revival
or more likely by himself, on the grounds of Alberto Ascari
poor health. He was very keen to make sure
he could do the Italian races later in the season Alberto Ascari was born in 1918, the son of driver
so agreed to be ‘rested’. His place was taken Antonio, who was killed just before Alberto’s
by Alberto Ascari, who had been virtually seventh birthday, while leading the French Grand
Prix at Montlhéry. Alberto was determined to get
a works Maserati driver in the Scuderia into motor racing from an early age, perhaps to
Ambrosiana 4CLT/48 only one race before, emulate his father, and he was active on motorcy­
and had been given permission to take up the cles as soon as he could buy one. His first race was
offer of a one-off drive from Alfa Corse. This in the 1940 Mille Miglia, where he drove the
was at a time when Ascari s skill was clearly Auto Avio Costruzioni 815. This was Enzo
emerging, so it is surprising that any team Ferrari s first car, but it was run under a different
would allow a driver of his talent to drive for name so that Ferrari would not be caught violat­
the opposition. ing his contract with Alfa Romeo. That was not
very successful, but after the war, Ascari teamed
up with Luigi Villoresi and was able to buy a
Maserati 4CLT. While he did not achieve many
wins at the start of his career, Ascari s skill was
evident and it was only a matter of time before he
became a force to be reckoned with.

track. Even in the ‘regular’ 158, Wimille was

miles faster than everyone else, although it is
not clear whether his grid time was set in the
158/47 or in the car he raced. He was more
than eight seconds quicker over the 4.8-mile
(7.75km) road circuit than Ascari, who had
adapted quite well to the new car and the high
speeds of Reims. Sanesi was another six
seconds further back, with Etancelin’s Talbot-
Lago going well, as did Chiron’s Talbot 26SS.
Villoresi had set what appeared to be second-
quickest time but was starting from the back,
The Grand Prix De L ’A.C.F. at Reims on 18 July 1948
while Sommer and de Graffenried were slow.
saw another Wimille win and Alberto Ascari’s only appearance In the middle of the grid was one Juan Manuel
in an Alfa Romeo Grand Prix car; Ascari ended third behind Fangio, making his debut in the smaller class
Sanesi. that was supporting the Grand Prix, and also
running the same Simca-Gordini-11 in the
main race.
Four cars, according to the most reliable As expected, the three Alfettas more or less
sources, were brought to Reims by Alfa Corse, disappeared at the start, although Villoresi
one of these being the repaired 158/47 with charged through the field. His passionate
which Wimille attempted to break the 1939 contempt for the Alfettas was apparent as he
circuit record of Hermann Lang in the 3-litre passed Sanesi, but he soon paid the price for
Mercedes. He did not manage to achieve this, over-working the engine. He handed over to
although he improved his own circuit best by the ailing Nuvolari, who really should not
several seconds, making it clear that the Alfet- have been racing at all. Wimille made an
tas were very much at home on this very quick unscheduled stop to change a tyre, which
88
 The Post- War Revival
gave the lead to Ascari, then he and Ascari were three Ferraris on the list, for Sommer,
made their regular stops, and Wimille was Bira and ‘Nino’Farina. They were all the new
forced in a third time as water was leaking 1.5-litre supercharged 125 model, which had
from a hole in the radiator from a stone and been seen testing in the park a few weeks
he was beginning to overheat. On the forti­ earlier.
eth lap, Ascari was ordered to slow to allow Alfa Corse brought four cars again, includ­
Wimille to catch up, which he did, along ing the 158/47, which some writers have
with Sanesi, and they finished in that order. reported as making its debut here, although
Ascari could and should have won —perhaps this seems inaccurate according to Wimilles
his career direction might have been different own words. Apparently, the damage to the
had Alfa Corse allowed him to take the Varzi 158/47 was light because it rolled on a
victory that he had earned. grass bank and the injury to Varzi was inflicted
Although Raymond Sommer had done by the windscreen on to his head. According
only two laps before his Maserati engine to Hull and Slater (1982), the threat of the Fer­
broke, it was a completely different story in the raris at Turin encouraged Alfa Corse to let
supporting event. While Formula B had fol­ Wimille run the 4158A’ (as they referred to the
lowed Formula A into the rulebooks in 1947, 158/47) in the race, with Trossi returning to
it was being referred to as Formula 2, as the wheel alongside Sanesi. Two Alfas were
Formula A was seen as Formula 1. Fiowever, quickest in practice, although Wimille was
some organizers still preferred to invite cars for ‘only’ 1.8 seconds ahead of Trossi who was
an 1100—2000cc class race, the old voiturette the same gap ahead of Villoresi’s Maserati;
formula, and it was here that Enzo Ferrari was Raymond Sommer in the new Ferrari was also
finally appearing as a constructor. In the on the front row, less than a half second slower.
Reims support race Sommer, in a Scuderia Sanesi was quicker than Farina, and Bira was
Ferrari 166GP, was seven seconds quicker than down on the fourth row, not quite getting the
Fangios Gordini in practice and he and hang of the new car.
Righettis Ferrari 166SC finished three Rain poured down on Turin on race day
minutes ahead of the competition. and the crowd was small for Ferraris big
Ferrari was starting to come to the fore at debut. The Ferrari of Sommer led off the line,
this time. Giacchino Colombo had left Alfa but before long Wimille was in his stride, with
Romeo in 1947, after being away from main­ Sommer, Sanesi, Ascari, Farina and Trossi fol­
stream competition, and he was happy to take lowing. The best duel, between Sommer and
up an offer to join Ferrari. He had been Villoresi, carried on for many laps. After forty
involved in a number of projects, and had Alfa of the seventy-five laps, Sanesi slid into the hay
Romeo had the sense to use him where he was bales, bending the front axle and suspension,
most capable, history might have been quite and had to return to the pits. Trossi came in
different. As Enzo Ferrari himself would not feeling unwell, to be relieved by Sanesi, but
have come up with the V-12 design, the Scud­ the cars supercharger broke, a rare occurrence
eria would have remained well behind Alfa for the team. Wimille drove a superb, con­
Romeo. trolled race in appalling conditions, taking
fastest lap, six seconds slower than his qualify­
Back to Turin ing time. Villoresi had done well to keep
second, and a Ferrari with Sommer driving
When the entries were announced for the took third. Alberto Ascari was fourth in the
Italian Grand Prix, to be held again in Valen­ Maserati.
tine Park in Turin, on 5 September, there

89
The Post- War Revival
The start o f the 1948 Gran Premio
D ’ltalia, held at Turin on 5 September
1948, with Wimille on the left next to
Trossi. The race took place in wet
conditions, and Wimille continued Alfa
Romeo's winning streak. (Alfa Romeo
Storico)

Wimille laps de Graffenried’s Maserati

during the Gran Premio D* Italia of
1948, notable for the terrible conditions
and the debut of three o f Ferrari’s new
Tipo 125. (Alfa Romeo Storico)

Wimille was complete master of the wet

conditions at Turin in 1948. (Alfa
Romeo Storico)

90
11il
 The Post- War Revival
Jean-Pierre Wimille after his Turin
victory. (Alfa Romeo Storico)

The Season Finale and a Year O ff Piero Taruffi

Jean-Pierre Wimille had again tried to borrow Taruffi had started as a motorcycle racer and had
a 158 for a French race, this time the Grand been very successful, winning a number of cham­
Prix du Salon at Montlhery on 10 October; it pionships, before turning to cars, and particularly
had been entered by Alfa Corse, but it was sports cars. He finished fifth overall and won the
voiturette class at the Tripoli Grand Prix in 1938
withdrawn before the race. As the Gran in a Maserati 6CM, and then drove a Scuderia
Premio delTAutodromo at Monza was due to Torino Alfa 308 at the German Grand Prix in the
take place on 17 October, this would have same year, but had to retire. He drove the same car
been a good enough reason not to go to at that year’s Swiss Grand Prix to sixth place, and
Montlhery. Sanesi was testing at Monza in the this led to a works drive in the Alfa Romeo 312
week before the race on the track, which was at Monza, where he was forced to retire once
being used for the first time since before the again. Taruffi was fourth in the voiturette race, the
war, and presumably was in one of the three Coppa Edda Ciano, in his 6CM, and had several
158/47s that had been built. Conversion good results in voiturette races in 1939. He drove
a Cisitalia in 1946, 1947 and 1948, before return­
seems to have taken place in the six weeks ing to his Maserati. He ended up having a long
since the previous race at Turin and Sanesi was career, with most success in sports-car races.
testing their race-worthiness. In the process,
he became the first person to drive on the
reopened circuit.
The three 158/47s were entered for modified 158 second on the grid behind
Wimille, Trossi and Sanesi, with a ‘regular’ 158 Wimille, by a margin of some four seconds.
for Piero Taruffi. The race would be run over Trossi matched Taruffi’s time, as did Sanesi, so
eighty laps of the 3.9-mile (6.25km) road the front row was all Alfa Romeo and closer
circuit, as repairs were still needed to the than usual. Taruffi had spoken of being invited
banking. to drive the 158, which was the most power­
Taruffi fulfilled his potential as far as Alfa ful car he had driven up until that time,
Corse were concerned by putting his less- although he mistakenly attributed 400bhp to
91
The Post- War Revival
Piero Taruffi, more usually seen in
a M aserati or Ferrari, came into the
A lfa team fo r the fir s t o f three races
at the G ran Prem io
D elV A u todrom o di M o n za , on 1 7
O ctober 1 9 4 8 .

it (Taruffi, 1964, p.78). His saloon and sports- could be his final race?), shot past the pair of
car drives earned him support at Alfa Corse. them. Seeing the team orders being torn up,
Trossi was as smooth and quick as ever in spite Wimille pulled out from behind Sanesi, gave
of his worsening health. The two Ferraris of a cheery wave, and set off in pursuit of Trossi.
Sommer and Farina and the two Maseratis of He caught and passed him, and never looked
Villoresi and Ascari were next and after that, back. Some slight consolation for Sanesi was
again, no one else was in the hunt. that he had set fastest lap, but the man of the
It was a strange race, again dominated day was again, undoubtedly, Jean-Pierre
by team orders. The Alfas led away, with Wimille. (Paris and Mearns, 2002, p.257)
Sommers Ferrari among them, but Trossi got
past Sommer when it seemed that the Ferrari Sanesi had indicated that it was Wimille who
was in trouble. Sommer was in fact having an had suggested that the race should go to
asthma attack, which forced his retirement, Sanesi, and although Sanesi had little affection
and from then on the Alfas had it more or less for Trossi, he apparently kept his views to
their own way, especially after Farina and Vil­ himself. Sanesi had also switched to the spare
loresi both dropped out. Most accounts have a car as he was having a problem with the super­
straightforward report that the 158s finished 1- charger of his regular car. He had found that it
2-3-4, which they did, but it was more dra­ was slower and he had been struggling to keep
matic than that. Paris and Mearns describe the ahead, a factor that could well have had a
race as follows: bearing on Trossi s decision to pass his team­
mate.
The Alfa Romeo management had pre­ Alfa Corse took no part in the last two races
selected him [Sanesi] to be their winner of of the 1948 season. A week after Monza, the
the Gran Premio delTAutodromo. . . . The Circuito del Garda race saw a win by Farina in
Frenchman [Wimille] was content to hold a Formula 1 Ferrari. This was officially a
station behind Sanesi, who had loyally served Formula Libre race but all the cars met the
his team and deserved the reward of a win. Formula 1 regulations, although there was
Trossi, however (might he have realized this nothing in the competition to match the
92
 The Post- War Revival
R are ph o to ofTaruffi testing before the
M o n za race, O ctober 1 9 4 8 . (Parabola)

G u id o tti also tested before the M o n za

race, as was his habit; m an y o f the
circuit workm en took tim e to watch.
(Alfa R om eo Storico)

T h e fie ld lines up on the p it straight

before the start o f the M o n za race, w ith
the A lfa s to the right: W im ille (3 2 ),
Sanesi (3 6 ) an dT rossi (18);T aruffi (6)
is obscured. (A lfa R om eo Storico)
W im ille led an A lfa l - 2 - 3 - 4 at M o n za , the first tim e the classic road circuit was used. T his was the last race fo r the team u ntil
1 9 5 0 , an d it was also the last race forT rossi an d the fin a l Form ula 1 race f o r W im ille. (A lfa R om eo)

Trossi, suffering fro m cancer, was brought in to M o n za by G u id o tti (in beret), to see i f he was w ell enough
to continue. H e fin ish ed second, but it was to be his fin a l race. (A lfa R om eo)

94
 The Post- War Revival

Taruffi in f o r his fu e l stop in the M o n za race, w ith G u id o tti, in his fa m ilia r beret, in the background.
(A lfa R om eo Storico)

W im ille has a drink at M o n za during his stop, w hile G u id o tti advises an d W im ille’s w ife ‘C ric’ takes
notes. (A lfa R om eo)

95
The Post- War Revival

W im ille sm okes as ‘C ric’ congratulates him after his M o n za w in — his last fo r A lfa R om eo. (Alfa R om eo Storico)

Ferrari. Villoresi won the final event, the Gran reason but does not offer a date. Hull and
Premio de Penya Rhin at Barcelona in Spain. Slater (1982) simply say that the withdrawal
Retrospective reports of Alfa Romeo’s was for financial reasons. Even Borgeson
decision to withdraw from Grand Prix racing (1965, p.54) gets confused on this issue, saying
in 1949 have often stated the reasons for this that Alfa Romeo lost three drivers in the 1948
decision to be the death of the team’s drivers, season: Varzi, Trossi (who did not die until
and ‘financial problems’. The timing of this May 1949) and Wimille, and then contradicts
decision is also somewhat mysterious, Sheldon himself by saying Wimille was killed in early
and Rabagliati (1993) implying that it was 1949. It is interesting that Borgeson does not
made at the end of the 1948 racing season and discuss this in his later fine analysis of Alfa
Paris and Mearns (2002) saying it was taken in Romeo people and policy. Pritchard (1965)
December 1948. However, only Varzi was offers the view that Alfa Romeo management
dead by this time, and the diagnosis of Trossi’s had seen the 158s as eleven-year-old cars, and
cancer had only just been made, and he was thus a new model was required, for which
still very much alive. Hodges (1966) argues there was not sufficient finance. Pritchard also
that the company was preoccupied with the says that the 159 was built in 1949 for 1950
new production 1900, and much of the and that the car campaigned at first in 1950
company funding was going into this project. was the 159. However, Venables (2000) would
He also gives the death of the drivers as a appear to have the most comprehensive view
96
Farina in the 1 9 5 0 Italian G ran d P rix. (Biscaretti
M u seu m )

P aul Pietsch m akes a p it stop during practice for the 1 9 5 1 G erm an G rand P rix. Satta is standing on the w all under # 9 . (Paul
Pietsch C ollection)
 Fangio behind the w heel, at Laguna
Seca in the early 1990 s. (Bob
D u nsm ore)

T he A lfa R om eo 1 5 9 in the A lfa

R om eo M useum . (A lfa R om eo Storico)

T h e 1 5 8 in the Biscaretti M useum in Turin. (Peter C ollins)

 T his is the 1 5 8 /1 5 9 that M ik e Sparken ‘liberated* from A lfa Rom eo,
which the author tested. (Peter C ollins)

O n e o f the 159 s in the A lfa R om eo M useum .

(K eith Booker)

Two 1 5 9 s at the A lfa R om eo M useu m . (K eith Booker)

 Ur *9

/l r<w weti; o f the ‘M ik e

Sparken
car now ow ned by C arlo Voegele.
(Peter C ollins)

T h e very sm all 1 5 8 /1 5 9 gearbox, located

under the driving seat. (Peter C ollins)

T h e fro n t suspension and large drum

brakes. (Peter C ollins)
 T he ‘elephant tru n k’ air-intake
fabricated by J im Stokes from an
original wooden m odel. (Peter
C ollins)

T h e cockpit, w ith drive from the engine passing under the driver to the gearbox. There is a central throttle pedal. (Peter C ollins)
 D e ta il o f the fin e ly engineered rear
suspension. (Peter C ollins)

T h e mirrors are now located outside the cockpit on this car, A close-up view o f the gear lever, a straight-forward 4-speed
though they often appeared inside. T h e gear-shift lever is on m echanism , w ith a fu e l tap dow n to the left. (Peter C ollins)
the left. (Peter C ollins)
T h is overhead view show s the clean
lines o f the body, even w ith the engine
cover rem oved. (Peter C ollins)

T h e author experiences the p ow er o f

the 5 6-year-o ld-plu s A lfetta . (Peter
C ollins)

T h e author accelerates in the A lfetta,

which could easily spin the wheels in
a n y gear w ith little effort. (Peter
C ollins)
A stu dy o f the sm ooth and
aerodynam ic lines o f the A lfetta at fu ll
speed w ith the author behind the
w heel. (Peter C ollins)
 The Post- War Revival
of what happened, although not necessarily last three years, as well as those who had less
when, although he implies it was after the use for racing. Venables argues that the com­
death of Wimille and when it was known bination of the focus on the 1900 and the lack
Trossi was dying, so this would have been Feb­ of drivers brought about the decision.
ruary 1949 at the earliest. However, he adds that Pasquale Gallo and
Venables agrees that the key was the 1900, Orazio Satta both wanted a one-car effort
Alfa Romeos first mass-produced automobile. with the 158/47 in 1949; team manager Gian-
However, he adds that it was the injection of batista Guidotti was up in arms about this,
finance under the Marshall Plan to re-establish absolutely refusing to agree. His long-standing
European industry that made racing in some argument had been that Alfa Corse should
way inappropriate when all eyes were on a never again go to a major race without suffi­
production vehicle. There were elements cient force to win, and to him that meant a
within Alfa Romeo —and elsewhere —who team of at least three cars as well as excellent
were quite content to rest on the laurels of the preparation. The management bowed to that

Chassis and Chassis Numbers

It is and always has been difficult if not impossible to Ferrari and Alfa Corse, the ‘identities were specula­
attribute particular chassis and particular chassis tive’. This may have been true of some cars sold to
numbers to a given event, year or driver. Yet, this private owners, but no 158 or 159 was sold to a
aspect of racing-car history is an obsession with many private owner until the 1970s (see page 169 for more
fans, historians and collectors (either of cars or of such on this one car).
information). For a table of chassis types, see page 183, There may have been early chassis built that were
but how many chassis were built and how many sur­ found wanting and discarded (indeed, this is Mike
vived in the pre-war, post-war and 1950—51 period, Sparkens view), but apart from these it seems that six
and beyond? chassis were built in time for the Coppa Ciano, on 6
Venables (2000) quotes Gianbatista Guidotti as August 1938, and these six chassis were complete at
saying that the first batch of six cars completed in the end of that year. Best indications are that the
1938 were given factory chassis numbers, but were Emilio Villoresi and Giordano Aldrighetti cars were
stripped after every race and the components were destroyed, leaving four cars at the end of 1939. It
transferred to other chassis, so that individual identity would appear that the four chassis were used in the
was lost. He apparently did not say at that time what building of six ‘new’ cars in the winter of 1939-40.
identification may or may not have been put or Marinoni’s car was destroyed in 1940, leaving five
stamped on to chassis or components, although at cars, but reports say that six cars were in the Monza
least some 159s had numbers linking parts to an garages in October 1942, possibly meaning a new car
engine number. Guidotti added that a second batch had been built, or that at least one of the above had
of cars (six) was built in the winter of 1939—40, and not been destroyed. In August 1943 six 158s were
that these were not allocated chassis numbers but that moved north of Milan, to Melzo and other locations.
at that point components were numbered. The prac­ Six cars comprised the team at the beginning of
tice from this time was to attach a plate to the bulk­ 1946 and were in existence at the end of that year.
head with Tipo 158/ plus the race number of car in The same number applies to 1947 and 1948, it being
the event to which it was going, this being solely to reasonably certain that the 158/47 had not been
satisfy customs officers. As these were the cars that destroyed, although there is evidence that this was not
raced post-war, Guidotti was of the view that a similar the car crashed by Varzi. The 1948 cars then survived
practice had occurred before the war, although it is essentially unused through 1949 and it is likely that
also known that there were chassis numbers stamped they were the cars that eventually appeared for 1950.
on chassis cross-members. It seems safe to say that, as there were no records
According to Venables, when cars were sold to kept of chassis numbers, very few absolute conclu­
private owners, they would have had a chassis number, sions can be drawn about total numbers or individual
but while the cars were in the hands of Scuderia chassis.

97
The Post- War Revival

wish, so 1949 was to be used as a rest year, (1965), although Hodges (1966) says it was
during which the 158/47 could be improved. 350bhp at 8,600rpm. Nye (1985) also uses
While these developments were going on, the 350bhp at 8,600rpm for the engine
the South American season was beginning in during 1949, specifying this was while it was
Argentina, with the first race, the Grand Prix on the test bench. Ludvigsen also states that
Juan Domingo Peron, at the Palermo circuit the improvements to the braking and a
outside Buenos Aires. Wimille was to race the stronger gearbox warranted the new designa­
works Simca-Gordini, and went out for very tion of 159 and that these cars were phased in
early practice on the morning of 28 January during 1950, implying also they had been
1949. After a handful of laps he went off the built in 1949. However, Ludvigsen again has
road, struck a hay bale, lifted into the air, and a different view in his later work (2001), in
came down, striking a small tree. He suffered which he says that the 310bhp achieved for
head injuries and crushing chest injuries and the 158/47 with occasional production of
died very soon afterwards. There were numer­ 335bhp in 1948, reappeared in 1950 in the
ous accounts and rumours of the details of the 310bhp guise, and only as the Ferraris got
incident, but they matter little —the best driver more threatening in 1950 was the boost put
of the time was dead, and Alfa Romeo had lost up to 20psi, which gave 350bhp at 8,500rpm.
another star, although not this time in one of In this later work, Ludvigsen does not
its own cars. mention the designation of the 159 before
The improvements to the 158/47s went 1951. Pomeroy (1965), however, says the cars
ahead and consisted primarily of work on the were lying idle in 1949 and that the detail
superchargers and the manifolding, and the changes were not made until 1950, bringing
six cars that were the team complement by the power up to 350bhp at 8,500rpm. Hull
the end of the year were all to 158/47 speci­ and Slater (1982) slip in the added note that,
fications. Work on the induction system was despite the 350bhp available, the agreement
now producing 350bhp at 8,500rpm accord­ was to run the cars at an 8,000rpm limit at
ing to Ludvigsen (2000) and Pritchard which the power was 335bhp.

98
6 1950: ‘The 3 Fs’ and a World
Championship

A Return to Grand Prix Racing

The details of the return of Alfa Romeo to
Grand Prix racing are about as clear as the
details relating to their withdrawal for 1949.
The key factor seems to have been the loosen­
ing of the strings attached to the Marshall Plan
funds and the West’s concern that Italy would
fall to Communist dominance if it was alien­
ated by the West, and especially by the USA.
The 1900 was now ready and those same
parties who said it did not need racing to
promote it now said the opposite, so it seemed
in early 1950 that a return would be welcomed
in many sectors. This was all helped by the
success of Ferrari in 1949 when Alfa Corse
had been away, and a fear that Enzo Ferrari
would scoop the recently announced Formula
1 World Championship for Drivers. After all
the effort made by Portello, and bearing in
mind Alfa Romeos awareness of just what
Enzo Ferrari intended, it did not take long for
the team to resume its role as a serious con­
tender for the new title.
While rumours of this return circulated as
early as January, the announcement was not Ju an M an u el Fangio jo in e d the team fo r 1 9 5 0 . (A lfa R om eo
made by Alfa Romeo until May, and that Storico)
meant the start of the season was not far off.
Funding, however, was still inadequate and
sources outside of Alfa Romeo itself needed to managing director of the Como dealership, a
be found. These came mainly in the form of Signor Pivarelli, who was a great racing enthu­
Italian dealers and distributors, some of whom siast (Nye, 1986).
were probably ‘coerced’ into providing funds, There had been twenty-two Formula 1
although there were others for whom pride races in 1949, and there was a strong Ferrari
made them support the effort. According to presence at only seven or eight of these
Sanesi, one key source of funds was the (depending on how you view the privateer cars
99
1950: ‘The 3 Fs’ and a World Championship

of Tony Vandervell and Peter Whitehead). Juan Manuel Fangio

Giuseppe ‘Nino’ Farina had gone back to
driving his own Maserati 4CLT/48 and Fangio was born in 1911 in Balcarce, about 220
managed a few wins and placings; Juan Fangio miles (350km) from Buenos Aires, in Argentina,
had victories in his Squadra Argentina and by his own account was a car fanatic as long
as he could remember, starting work as a garage
4CLT/48; and Villoresi and Ascari had wins for assistant and mechanic as a young boy. In his early
Scuderia Ferrari. It was perhaps surprising to twenties, he took part as the riding mechanic in
see Villoresi in a Scuderia car after his vehement the first of many long-distance road races in an old
oath that he would never drive for them again. Chevrolet. He started driving in these events
The process of driver selection for 1950, himself in 1938, and entered twelve of them until
given that it was already fairly ‘late’ when the 1942, winning for the first time in 1940. He drove
decision to return to racing was made, in fourteen more of these events in 1947 before
getting a chance in a Maserati in early 1948, and
remains, like many other issues, obscure, then went to Europe to drive a Gordini at Reims
although it appears that feelers were already in July 1948. The Automobile Club of Argentina
out to drivers at the end of 1949. Satta and backed his 1949 expedition to Europe with a
Gallo at Alfa Romeo had had some discus­ Maserati 4CLT and he won at San Remo and
sions about this, and as the season came closer, again at Pau, Perpignan, Marseille (in a Gordini),
they realized it would be necessary to have a Monza and Albi. In the early part of 1950, he was
strong driving team if Ferrari particularly in a private Ferrari 166C, then won at Pau in the
4CLT on 10 April before starting as a member of
showed improvements. The Ferrari twin- Alfa Corse the following week.
supercharger had not proved to be that dom­
inant in 1949, but the beginning of a proper
championship would be an incentive to all the they were not complacent as they had some­
teams. Thus, when it was seen that Farina had times been in the past. They decided to hire
remained independent for 1949, he was a the brightest ‘new’ driver on the European
logical choice for 1950, and his lack of team scene, the Argentinian Juan Manuel Fangio.
spirit and temperament were overlooked in On returning to Argentina at the end of the
favour of his seventeen years of experience 1949 season, Fangio had implied that Alfa
and knowledge of the cars. Romeo were making him an offer to drive in
On the basis of their impressive record up to the future. When he went back to Europe in
1950, Alfa Corse were confident that a return March 1950 he was approached for a one-race
would pay good dividends, although clearly deal with no contract, to which he agreed as
he wanted some flexibility with his plans
for the year (Fangio and Carozzo, 1992).
An Impressive Record However, this contradicts Fangio’s explanation
From the start of the 158’s racing career to the
in his 1961 autobiography of how he came to
beginning of the 1950 season, the Alfetta had drive for Alfa Romeo:
appeared in twenty-eight races, which included
those events with heats and a final. Ninety 158 I opened a telegram from Alfa Romeo, invit­
entries had taken place in those races and sixty- ing me to race for them. The news was even
eight finishes had been achieved, of which more exciting because the year before the
twenty-three were wins, twenty were second
places and thirteen were third places. The cars had
Milan firm had given up racing. Soon after, I
placed first and second twenty times and 1-2-3 on
went to Portello to visit the factory. With me
ten occasions, and they had not been beaten in were Juan Carlos Guzzi, sent by the Argen­
their last seventeen races before their withdrawal tine A.C., and Jose Froilan Gonzales. We
for 1949. were received by Alessio and Gallo, two
directors of Alfa, who made it clear that their
100
 1950: ‘The 3 Fs’ and a World Championship
firm would help the drivers who, in their The choice of Fagioli as the third team
eyes, had a chance of winning the world title. member was astonishing, not so much because
I did not hesitate to accept the offer they of his age, but because he was practically
made me to drive the 158 Alfa, spoken of by retired. Neither Fangio nor Farina seemed to
every European driver with extreme admira­ have questioned it, however; indeed, Fangio
tion. The Alfa team was also to include Nino seemed delighted that such a veteran would
Farina, and the stout-hearted dean of drivers, race alongside him at Alfa Corse.
Luigi Fagioli. As reserves, Alfa were thinking The two major formulas were now officially
about their chief test driver, Gonsalvo [sic] known as Formula 1 and Formula 2. Farina
Sanesi and Felice Bonetto. managed to crash in the first Formula 2 race in
My Alfa Romeo contract retained me for all March and broke his clavicle, putting him on the
the races on the F.I.A. calendar for the World sidelines for the first Grand Prix, at San Remo.
Championship. That meant the Grand Prix of The first non-Championship race at Pau had
Europe at Silverstone, the Grand Prix of already gone to Fangio in his Maserati, and
Monaco, the Grand Prix of Switzerland, at Ferrari had sent two Formula 1 cars to get as
Berne, the Grand Prix of France at Reims, the much track time in as possible. Enzo Ferrari
Grand Prix of Germany and, finally, the Grand could not get the twin-stage superchargers to
Prix of Italy at Monza. A few minutes after the work for him with the power that Alfa Romeo
signing with Alfa, the heads of the firm took had demonstrated and had already made the
me to see a 158 model, covered with a tarpau­ decision to build a 4.5-litre unsupercharged car
lin. When I laid my eyes on her, I saw what a for the Championship. This motivated Colombo
gem she was. Immediately I wanted to get eventually to leave Ferrari and return to Alfa
behind the wheel, to take it in my hands. It was Romeo, so Aurelio Lampredi was left with the
a new sensation; one that I felt again each time responsibility of designing the 4.5-litre car.
I made the acquaintance of a new model. San Remo, on 16 April, was also a non-
(Fangio and Giambertone, 1961, p.87) Championship event, and Alfa Corse were
regretting their decision to send a single car, for
Luigi Fagioli Fangio; Ferrari were going to try to overwhelm
If Fangio was the ‘youngster’ in the 1950 team, at
them with numbers, and Fangio was still the
38, and Farina was his senior at 44, then Fagioli at new boy who had not yet proven himself in the
52 was positively ancient, certainly in today’s terms. team. The original entry had been for Farina,
He had a long and distinguished career behind him, and there were murmurings in the press that
having driven for Maserati, Mercedes, Auto Union Fangio, a foreigner, should not be in the team.
and Lancia. He had first been part of the Alfa team The engineers were in a flap, wanting to with­
as long ago as 1933, when he replaced Nuvolari draw the car in order to avoid bad publicity.
upon his move to Maserati. In a P3 Fagioli had Ferrari looked bound to win, as they had sent
beaten Nuvolari at the 1933 Italian Grand Prix and no fewer than six works cars: Vallone and
that had helped to clinch the Italian National
Championship for him that year. In 1934 he joined Bracco had the new F2 166s, but with Formula
the German teams. In 1937 he had stellar perfor­ 1 engines, and there were Formula 1 cars for
mances in the Auto Union at Tripoli, Avus, the Sommer, Villoresi, Ascari and Serafini, as well
Coppa Acerbo and in the Swiss Grand Prix, as Whitehead’s private 125.
although he did not manage a win. He was off the Fangio, in his later autobiography (Fangio
Grand Prix scene for a while before reappearing at and Carozzo, 1992, p.133), described the situ­
San Remo and Bremgarten in 1948 with a ation as follows:
Maserati, retiring both times. Aside from a few
sports-car races, he appeared to have retired com­
pletely when he was called up by Alfa Romeo. I had never driven an Alfetta. Then on
Saturday, they let me try one out a bit.
101
1950: ‘The 3 Fs’ and a World Championship

Fangio m ade the mechanics very h appy w ith his debut 1 5 8 victory at the G ran Prem ia di San R em o on 1 6 A p r il 1 9 5 0 . H e beat the
six Ferraris sent to overwhelm the single A lfa Rom eo. (Biscaretti M useum )

Unfortunately, there was a terrible dow n­ This revelation is interesting from several per­
pour, but I drove a few laps. They [the engi­ spectives. The decision to take only one car
neers] retired to talk am ong themselves and had reversed the long-standing policy that Alfa
reach a decision. It was then that I said this to Corse would never go to a race with only one
them , to cheer them up and convince them, car/driver. It also slightly overlooks the fact
‘Look, you’ve got nothing to lose. I’m an that, in the practice session, Fangio put himself
unknow n, and if I lose, Fangio loses. If I win, on the front row of the grid only a few tenths
Alfa R om eo wins.’ They agreed to let me behind Ascari. Fangio goes on to recount how,
race. Sanesi took the tyres to Genoa to have after the race, the contract was brought out for
them treated for the rain, and brought them him to sign for the rest of the season (although
back on Sunday, not long before the race. I his ‘other’ autobiography clearly recalls that he
didn’t even have time to test them. At the had already signed for the season). It also
start I accelerated too m uch and skidded. A ignores the fact that one account said Fangio
group o f the leading cars got away from me. signed for the World Championship races, and
That was one o f the worst starts I ever made San Remo was not one of these.
in my life, as my future depended on that In any case, Ascari did lead the race but a
race. spin let Fangio into the lead, having passed
102
 1950: ‘The 3 Fs’ and a World Championship
Sommer and Villoresi after his bad start. Some the war. Four 158/47s were entered, each
of the Ferraris were in trouble by lap 13, and with the front radiator cowl painted a different
Fangio stretched his advantage to twenty colour. The drivers were Fangio, Farina, who
seconds. Ascari was trying hard and beginning had recovered from his injuries, Fagioli and
to reduce this gap when he had another spin, Reg Parnell. The choice of Parnell was a sur­
this time damaging the car. Even though it was prise, as Consalvo Sanesi had been considered
a damp day, the Ferraris were overheating. the most likely reserve or additional driver for
Fangio finally recorded a masterly win by just the team. However, Sanesi had suffered a
over a minute from Villoresi’s Ferrari 125, minor injury in the Mille Miglia. Reg Parnell’s
which had survived; none of the other fancied son Tim later said that he thought London-
runners were in the top six. based Alfa Romeo engineer Giulio Ramponi
According to Fangio, Colombo, who had might have had something to do with Reg
not yet come back to Alfa Romeo but was getting the drive.
present at this race, asked the Argentinian
driver whether an automatic gearbox had been Reg Parnell
installed because he could not detect Fangio Reg Parnell was born in 1911 and got behind the
making gear changes. Fangio often com­ wheel early, driving buses and trucks illegally as a
mented on the smoothness of the Alfetta teenager. He got in to racing in the 1930s, and
gearbox, and it was certainly something that raced an MG K3 Magnette from 1934 to 1937,
he would use to his advantage later. The when he was banned from racing for a year as the
gearbox also benefited from flexibility, in result of an accident involving Kay Petre. He
combination with the stunning torque Alfa resumed in 1939 with BHW Special at Brook-
lands and Donington. After the war, he raced in
Corse was now getting, with the engine Europe in a Maserati 4CL and ERA B-type R8B,
capable of 350bhp. The car used in this race getting some results in 1946 and 1947, although
was, of course, the 158/47, as all the team cars both cars were unreliable. Wins came his way in
had been raised to this specification. The 1948 in a 4CLT, which he raced regularly through
Alfetta had also appeared for the race with part 1949, and into 1950. Most of his victories seemed
of the grille covering in place to keep the to come at Goodwood but he was considered the
engine temperature where it should be and best and most professional of the English drivers
by the Continentals.
this would reappear in several later races.
Considering the team’s misgivings before
the race, the Alfetta had performed well. The Ferrari chose not to enter the British Grand
view of Venables (2000) was that the easy days Prix, deciding to concentrate instead on the
of the past were over as Ferrari was getting 4.5-litre development programme. This meant
stronger. While that was undoubtedly true, it there were no serious challengers to Alfa
was not demonstrated very well at San Remo, Corse for the first-ever Championship points
where bringing six cars had made the Scude- to be won, although Prince Bira was not very
ria look pretty weak when they failed to get a far behind the four cars from Portello on the
result. grid in his Enrico Plate-entered Maserati
4CLT/48. Farina was quickest on lmin
The First World Championship 50.8sec from Fagioli and Fangio on the same
Race time of lmin51sec and Parnell with lmin
52.2sec, only four-tenths ahead of Bira. A sur­
The RAC British Grand Prix was also the prising Yves Giraud-Cabantous was next,
European Grand Prix, scheduled for Silver- with a Talbot-Lago T26, from Eugene
stone on 13 May, the converted airfield having Martin’s similar car, ahead of 1949 winner de
been used several times for major races since Graffenried, Bira’s team-mate.
103
1950: ‘The 3 Fs’ and a World Championship

Great pomp and ceremony accompanied voiturettes the same time as the Alfettas but
this Grand Prix, which was attended by the they very much looked their age, while the
King and Queen. The ‘great British hope’, the Alfas looked and performed like modern cars.
BRM 16-cylinder car, did a demonstration It was a stunning contrast, as the Alfa Corse
run; it remained uncompleted, despite a team members swapped places. The only
number of years on the project. Indeed, it is weakness showed when Fangio’s car hit a hay
hard to understand how anyone at that stage bale, but it managed to continue until the
still managed to see it as a Grand Prix hopeful. engine went off song and it was retired with a
The race itself was something of a let-down broken con-rod. Farina won by three seconds
after all the fuss and royalty, as the Alfettas went from Fagioli, who was forty-five seconds
off and left the opposition. Interestingly, the ahead of Parnell, whose car was fitted with a
ERA E-types could not take the pace, but the higher rear-axle ratio; Parnell in turn was two
older ERAs of Harrison and Gerard kept laps in front of Giraud-Cabantous.
going. These cars had also started life as According to team orders, Reg Parnell was

‘N in o ’ Farina started his road to the first W orld C ham pionsh ip w ith a w in at the B ritish G ran d P rix a t Silver stone, 1 5 M a y 1 9 5 0 .
(Ferret Fotographics)

104
T h e 3F s — Fagioli, Fangio an d Farina
— m ade their first appearance together
a t the 1 9 5 0 B ritish G ran d P rix.
(Biscaretti M useum )

due to finish fourth but took third after the interest about this race, saying that the Alfa was
retirement of Fangio, despite hitting one of only doing 1.5mpg (188 ltr/100km), and that
Silverstone’s resident hares, which did little 110 gallons (4001tr) were being carried in
more than dent the car. Reg’s son Tim, later tanks in the tail, on either side of the cockpit
to drive Formula 1 himself and manage and in the saddle tank over the driver’s knees.
BRM, was at the race as a boy and recalled In spite of this, Parnell stopped twice for fuel
staying at Northampton’s Grand Hotel, where and tyres. The camber to the wheels was
Luigi Fagioli starred on the piano in the obvious when the fuel tanks were full, and
evenings. changed as the fuel was used, forcing the driver
Graham Gauld adds an additional note of to adapt to altered handling (Gauld, 1996).

Fangio prepares f o r practice at

Silverstone, 1 9 5 0 . (A lfa R om eo
Storico)
1950: ‘Tlie 3 Fs’ and a World Championship

C ockp it shot o f F arina’s car a t Silverstone 1 9 5 0 , showing Farina in practice at Silverstone w ith L ivio Nicolis, w ho had
little change fro m the pre-w ar layout. (Ferret Fotographics) technical responsibility fo r the racing team , an d mechanic
A u gu sta Z an ardi behind him . (Alfa R om eo Storico)

G u id o tti adjusts his glasses w hile sittin g on F agioli’s car in practice. W atching are O ra zio S atta, L ivio Nicolis, and G iu sep pi Busso,
one o f S a tta ’s tw o deputies. Busso was responsible fo r design o f mechanical parts fo r race and production cars. (A lfa R om eo Storico)

106
 1950: ‘The 3 Fs’ and a World Championship

L uigi Fagioli in the p its at Silverstone, 1 9 5 0 , during practice. (E d M cD onough)

F angio (left) an d Farina chat during practice at Silverstone, 1 9 5 0 .

107
1950: ‘The 3 Fs’ and a World Championship
B ritish driver R eg Parnell was
in vited into the team at
Silverstone, an d fin ish ed third,
behind Farina an d Fagioli.
(Ferret Fotographics)

L uigi Fagioli fin ish ed less than three seconds behind Farina at the B ritish G rand P rix, 1 9 5 0 . (Ferret Fotographics)

108
Farina on his w ay to w inning
the 1 9 5 0 B ritish G ran d P rix.
(Ferret Fotographics)

M onaco and the Ferrari Challenge suffering the only injuries, which were slight.
The Monaco Grand Prix, the second Cham­ Gonzales’ car was on fire just down the road.
pionship round, brought some surprises. Nine cars were out on the first lap, including
Although it was only eight days since the last two o f‘The 3 Fs’. Fangio came upon all of this
race, Ferrari had used the time well and had carnage on the second lap and just managed to
saved themselves the trouble of going all the get through but Villoresi stalled trying to
way to Silverstone in order to come back manoeuvre through and Alberto Ascari got past
almost to where they started. The Alfas were into second. Villoresi later caught him up, but
in the hands o f ‘The 3 Fs’, as Fangio, Farina was eventually forced to retire with a broken
and Fagioli became known. Gonzales put his rear axle. Ascari found that his Ferrari required
Maserati 4CLT/48 on to the front row, two fuel stops to Fangio’s one, and Fangio
partly because of some spirited driving and cruised to victory by a full lap from Ascari,
partly because of Monaco’s peculiar system Chiron, Sommer and Bira. Although much of
of allotting grid positions by session rather the competition had been wiped out on the first
than by time. Villoresi should have been lap, there was no doubting the driving skills of
second on time but was down on the third Juan Fangio. He and Farina now each had nine
row, with Ascari, who should also have been Championship points.
higher up.
Although the weather for the race was fine, a Fangio Retires Again in Swiss GP
strong wind was whipping the waves and Tabac
Corner was wet. Fangio had got past initial The Bremgarten venue again hosted the Swiss
leader Farina and got through Tabac, when Grand Prix, on 4 June, and while stories of
Farina spun; Villoresi squeezed past, but Gon­ Ferrari s new engine persisted, the real change
zales did not and he hit Farina. It was 1936 all came in the shape of a de Dion rear axle
over again. Fagioli was stopped sideways on, and instead of swing axles on Villoresi’s 125. The
was hit by Rosier, having been pushed by Alfettas were unchanged, although they had
Manzon, and then Schell piled in, with de Graf- undergone the usual precaution of a total
fenried hitting Rosiers car. Then Trintignant, strip-down back at Portello, and a rebuild with
Rol and Cuth Harrison all collided, with Rol new parts where required. As far as can be
109
1950: ‘The 3 Fs’ and a World Championship

T h e start o f the 1 9 5 0 M onaco G rand P rix, on 2 1 M a y 1 9 5 0 , w ith Farina (3 2 ) centre, G on zales's M aserati 4 C L T on the outside,
an d Fangio's 1 5 8 on pole by oner tw o seconds from Farina. (Alfa R om eo Storico)

Fangio speeds p a st Farina (3 2 ) to win

the 1 9 5 0 M onaco G ran d P rix . Fangio
g o t the lead by C asin o Square on lap
1, which m eant he avoided Farina's
spin, and the resultant p ile-u p that
elim inated ten cars on the first lap!
(A lfa R om eo Storico)

110
 1950: ‘The 3 Fs’ and a World Championship
F angio’s 1 5 8 fin ish ed fiv e seconds
ahead o f A sca ri’s Ferrari 1 2 5 at
M onaco. (A lfa R om eo Storico)

determined, this process happened as a matter appear that Farina’s old aggressive style had
of course, and in retrospect must be seen as the returned as he was forceful in keeping Fangio
key to the team’s continued success, although at bay. The Argentinian decided he would hang
failures nevertheless occurred. on in Farina’s wake, but he suddenly stopped
Fangio and Farina comfortably dominated out on the circuit on lap 34, with what has var­
the grid, with Fagioli three seconds slower, and iously been described as a cracked valve seat
the Ferraris of Villoresi and Ascari were on the or electrical troubles. Hull and Slater (1982)
second row. Sommer was further back, in the report that the rev counter on Fangio’s car read
car that he had used to win the F2 race earlier 8,000rpm while Fagioli’s read 7,700rpm. They
in the day. The two Fl Ferraris departed in the do not comment on whether there was a con­
first ten laps, leaving the Alfas of Farina and nection between Fangio’s higher use of rpm
Fangio to draw away from Fagioli. It would and the valve problem, and it seems slightly
Fangio leads Farina in the Sw iss
G ran d P rix at Brem garten on 4 Ju n e
1 9 5 0 . Fangio eventually retired on lap
3 3 w ith electrical problem s. (Alfa
R om eo Storico)
R ear view o f F agioli’s 1 5 8 on the cobbled su face at Brem garten.

odd, as the engines were tested regularly for use Ferrari’s ‘N ew ’ Car at Spa
at 8,500rpm. Perhaps this was an indication that While it was known by now that a 4.5-litre
the 158 engine could deliver an impressive Ferrari was on the way, the Scuderia’s trans­
power figure, but could not actually do so for a porter disgorged a regular 125 for Villoresi,
prolonged period. and a similar chassis for Ascari, but with a 3.3-
Rosier, Bira and Bonetto came next behind litre engine. It was surely an interim measure,
the two Alfas. The Talbot of Rosier was although it was unclear why the Scuderia was
impressive for its durability if not for outright unable to produce a 4.5. Apparently, the point
pace, and managed to do the complete Grand of the race was to allow Ferrari to see how they
Prix without a fuel stop. could improve fuel consumption, and as such
112
 1950: ‘The 3 Fs’ and a World Championship

it did not work. The Alfettas got on with the their own but, to everyone’s amazement, it
job in hand and Farina and Fangio set equal was Sommer up in fourth giving chase, and
fastest time, with Fagioli third, and then Vil— when the Alfas came in early for fuel, Sommer
loresi and Sommer on the same time. The 4.5- was in front. This lasted only four laps as the
litre engine in Sommers Talbot-Lago was Alfas got past and then Sommers engine gave
quicker than Ascaris, showing that the 3.3- up, allowing the steady Rosier to keep on the
litre Ferrari engine was not meant to be com­ same lap as the leading trio. Farina felt his
petitive. gearbox begin to break up so he slowed,
In the race, the Alfettas again went off on allowing Rosier into third. Fangio thus won

R ea r view o f Farina goin g p a st the huge crowd at Bremgarten.

113
 Fangio w ould occasionally in vite a frie n d
to sit in his car. G o n za les was the lucky
one at the ! 9 5 0 Belgian G ran d P rix.
Satta looks on behind Fangio. (Alfa
R om eo Storico)

another World Championship Grand Prix, had been used, as there had been in the Swiss
with Fagioli second, Rosier and Farina next, race, but Fagioli had been timed on the Masta
and then the two Ferraris. Straight at 200.75mph (321.25km/h). The
The Spa race had been substantially longer drama in 1950 had come down to seeing
than the previous two, with a total distance of which Alfa driver might take the first World
307 miles (491km), and was a test of endurance Championship, and when Ferrari would start
as well as speed for the 158s. There were no to offer significant competition to the Alfettas,
comments in the reports about what rev limit as clearly no one else could.

In the Belgian G ran d P rix at S pa on

1 8 J u n e 1 9 5 0 , Fangio leads R o sier’s
T albot-Lago T 2 6 C . Som m er had led
for fo u r laps. (A lfa R om eo Storico)

114
 1950: ‘The 3 Fs’ and a World Championship

Gonzales the Alfa Driver? comprise a clearly different design to the car.
Very few people could ever distinguish
One photograph dating from the Spa Grand Prix between the two by standing next to them. It
has caused much confusion and questions over the also reveals that the designation ‘159’ was
years. During the weekend, a picture of the Alfa phased in, and that it referred both to suspen­
Corse team had been organized and all were posed
and ready when Froilan Gonzales walked by. sion changes and engine changes, but that it
Fangio called him over and he was put into the was not used universally at the time. Some
race car, and thus appears in the team photo that believe that two-stage supercharging was an
can be found today in the Alfa Romeo archives. element of the 159, although that is clearly
inaccurate, as this was employed on the 158
long before the notion of a 159 or other mod­
The 159 ‘M ystery5 ifications had even been considered. Histori­
ans depend on what other historians have said
Hull and Slater (1982) suggest that interest in before them, sometimes repeating what has
a ‘new’ 158 was aroused when the teams been said and sometimes interpreting it.
arrived at Reims for the Grand Prix de When the facts laid out are unclear, as they
L’A.C.F., on 2 July. Fangios car was described sometimes are in the complex writing of
as ‘experimental’ and had an increase of Pomeroy, certain writers will put their own
20bhp, bringing it up to 370bhp, and Fangio ‘spin’ on what they think is being said and that
broke Lang’s old circuit record (made in the 3- may turn out to be inaccurate. The reality is
litre Mercedes) by 1.5mph (2.5km/h), some­ that there is no indisputable evidence about
thing Wimille had got close to but could not the exact timing and definition of a 159, and
manage. Venables (2000) contends that this this issue will surely remain ambiguous.
increase was achieved by using more super­ Whatever the designation of the Alfetta
charger boost, and also mentions that the driven by Fangio at Reims, it was extremely
brakes were improved. This was probably due quick, and it probably had the addition of a
to a developmental improvement in the brake higher top gear ratio to achieve the speeds it
linings provided by Ferodo, and the 158 brake did. The only outward difference between the
cooling had always been efficient in compari­ three cars of ‘The 3 Fs’ was that Fagioli had his
son with Ferrari and Talbot. Nye (1993, p.44) rear-view mirrors outside the cockpit, while
repeats the above claims but does not link the other two had theirs inside, but this could
these changes to the French race, implying be changed according to driver preference.
they occurred ‘some time’ during the 1950 The other significant aspect of this race was
season. He then adds ‘at the same time some that Scuderia Ferrari did not bother to show
described the cars modified this way as the up, realizing that work had to proceed on the
Alfa Romeo 159’. While Venables does not 4.5-litre car. This meant that the Alfettas
use the term ‘159’, Hodges (1966) dates the would be even further in front of the opposi­
370bhp engine as coming after the Swiss race, tion in a race that was slightly longer, by 2 miles
and says that a ‘158/50 with a 159 engine’ was (3km), than the Belgian event. Fangio quali­
driven by Farina at the International Trophy fied two seconds quicker than Farina, who was
Race at Silverstone. Borgeson (1965) is in turn two seconds ahead of Fagioli, and no
adamant that the 159 did not appear until 1951 one else was near the pace. While these races,
and that the big change in the 159 included in retrospect, may not have seemed very exhil­
use of a de Dion rear end. arating, anyone who was there at the time was
What does this all mean? First, it indicates moved by the awesome power of racing cars,
that the difference between the 158 and the especially the 1.5-litre Alfetta, which had a
159 was not a big one, that is, it did not booming exhaust note that was unforgettable.
115
1950: ‘The 3 Fs’ and a World Championship

Farina gets ready fo r the start o f the

X X X V I I G ran d P rix de L A . C .E ,
again held a t R eim s, on 2 J u ly 1 9 5 0 .
(Alfa R om eo Storico

Fangio led the race for all sixty-four laps. driver’s best four results being counted, Fangio
Farina had to stop with fuel starvation, started led on twenty-six points, followed by Fagioli
again, but then found that his fuel pump was on twenty-four and Farina on twenty-two.
not working and ended up unclassified with On 9 July, a rather thin entry showed up for
only fifty-five laps. Fagioli was twenty-six the non-Championship Gran Premio di Bari,
seconds behind Fangio. British driver Peter with only two Alfettas, for Fangio and Farina.
Whitehead, a very loyal Ferrari privateer, The Ferraris had scratched the Formula 1
impressed again with his smooth and unruffled entry, although two 1950 Formula 2 cars were
driving; his 125, which had been at the back sent for Ascari and Villoresi. Farina led first
of the grid, managed to finish third. Fangio set until Fangio took over and then Farina got
the fastest lap. back in front on the fourteenth lap, but the
With the completion of the race at Reims, race was generally significant only for the
five of the six races counting for the World skilled display put on by a young Stirling Moss,
Championship had been run. With each at the wheel of a Formula 2 HWM-Alta. Moss
116
 fI

Fangio (6), Farina (2) an d Fagioli (4)

watch f o r the drop o f Toto R och e’s f a g
at R eim s, 1 9 5 0 . (A lfa R om eo Storico)

Farina had fuel-starvation

problem s and his p it stop saw him
fin ish seventh, but unclassified.
(Ferret Fotographics)

117
1950: ‘The 3 Fs’ and a World Championship

Fagioli fin ish ed tw en ty-six seconds behind Fangio a t R eim s. (Ferret Fotographics)

118
 1950: ‘The 3 Fs’ and a World Championship

Farina an d Fangio celebrate, w ith Fagioli behind the bottle! (Pirelli Archives)

harried the two Ferraris into retirement with Villoresi and Ascari, but none of the four
rear axle failure and finished third overall. This drivers achieved very much. It was very similar
was almost as close to an Alfetta as Moss would for all concerned at the non-Championship
get, but not quite. Fangio’s mechanics gave Dutch race at Zandvoort on 23 July.
him insufficient fuel in his stop and he had to
come in for more on the final lap, losing any Fangio at Geneva
chance of catching Farina.
While Fangio and Farina both drove Even though the Grand Prix des Nations at
Maseratis at the non-Championship Circuit Geneva on 30 July was another non-Champi­
de l’Albigeois at Albi on 16 July, as the Alfet- onship round, the entry was superb. Ferrari
tas were not entered, a 3.3-litre Ferrari and an sent a 3.3 for Villoresi and a similar car for
older supercharged machine showed up for Ascari, but with the engine now bored out to
119
1950: ‘The 3 Fs’ and a World Championship

Farina beat Fangio at the non -C h am pion sh ip G ran Prem io Ai Bari on 9 J u ly 1 9 5 0 . A young Stirling M oss was third, in an
H W M . (A lfa R om eo Storico)

Fangio in practice, w ith

m echanic A u gu sto Z a n a rd i,fo r
the G ran d P rix des N a tion s
n on -C h am p ion sh ip race, held
on 3 0 J u ly 1 9 5 0 in G eneva.
(Alfa R om eo Storico)

120
 1950: ‘The 3 Fs’ and a World Championship
4.1 litres. Alfa Corse, for unspecified reasons, In spite of the technical interest at the race
decided to replace Fagioli with Piero Taruffi, in Geneva, the main focus was on the likely
who had one previous race in the Alfetta, and battle between the Alfas and at least one of the
offered a fourth car to the veteran Swiss priva­ Ferraris. The race was also enhanced by the
teer Baron Emmanuel ‘Toulo’ de Graffenried. presence of a new car, the Scuderia Milano-
built Milano-Speluzzi. This Maserati-based
Em m anuel de Graffenried device had a Speluzzi engine, which had
marine origins. Bonetto had one of these
Swiss driver de Graffenried was primarily known engines in his Maserati 4CLT while Gian­
for being one of the most loyal of all Maserati pri­ franco Comotti had a new chassis with the
vateers, both before and after the war. He started same engine. While well off the pace, they
in voiturette races in 1937 in Team Autosport, and
in that year had good results at Naples, the Isle of were by no means the slowest.
Man, Picardie and the Czech Grand Prix. He Although Fangio was on pole position by a
started in the 1938 German and Swiss Grand Prix comfortable two seconds, the Ferraris, both
races and in 1939 at Pau, Albi and, again, the Swiss with de Dion rear ends instead of swing axles,
GP. By 1948 he was a top Maserati driver, and his
best win came at the British Grand Prix at Silver-
were now threatening and had the other two
stone in 1949. A further win in 1950 led to his front-row spots, with Ascari and Villoresi on
being offered an occasional place in the Alfa Corse the same time. Farina was half a second slower
team. than Villoresi with de Graffenried next,
showing his ability to adapt to a car he had

F angio practised his an d Farina's car fo r the G ran d P rix des N a tion s and is here ahead o f R obert M a n z o n ’s Sim ca-G ordin i 15.
D e G raffenried m ade an excellent A lfa debut, fin ish in g second. (Alfa R om eo Storico)

121
 Piero Taruffi’s 1 5 8 fin ish ed ju s t behind
de G rajfenried in the G ran d P rix des
N ations. D u rin g the race, Farina spun
to avoid V illoresi’s M aserati, which
overturned an d killed three spectators.
S w iss racing quickly came to an end.
(A lfa R om eo Storico)

tested only very briefly. Taruffi was on the I was invited into the team by Guidotti
third row, a further second and a half behind because, I believe, Sanesi was still recovering
de Graffenried. from an injury. I went to M onza for a short
Fangio took the lead but found that Ascari test and this went well and I was offered a
could stay with him, and these two pulled place on the team, though it would be on a
away. The other Alfettas could not keep up race by race basis. I was very impressed with
with Ascari and the race looked to be the first the car, and I considered it a step above every­
straight confrontation between Alfa Romeo thing else. I was very lucky again in Geneva
and Scuderia Ferrari. Then there was a major for the Grand Prix des Nations, where Vil­
accident on lap 60, as Villoresi slid on oil and loresi had a very bad crash. I was behind him
overturned over the protective hay bales, seri­ and I went into the bales. . . Farina was there
ously injuring him and killing three spectators. already . . . and I stalled the engine, but it was
Farina hit the bales to avoid striking Villoresi so well tuned that I was able to get it started
so he was out, although he had been a lap again, and that was what allowed me to finish
ahead of the Ferrari at the time. Two laps later, second. The road holding and power was so
Ascari s head gasket failed and water poured advanced compared to the Maserati, w ith the
from the exhaust pipe. This allowed de Graf­ combination o f the eight cylinders and the
fenried and Taruffi into second and third with two blowers, it was like the difference o f night
Ascari classed as fourth and Farina sixth. At and day. After Geneva, Guidotti spoke to me
last, a real threat to the Alfa dominance had and said I should do some more races with
appeared. them. I think they were satisfied that I got
‘Toulo’ de Graffenried recalled with enthu­ second place, especially after the accident and
siasm his races in the Alfetta in 1950 and 1951. Farina retired.
Sitting in his home overlooking Lake Geneva
at Lausanne in March 2004, de Graffenried Both works Ferraris and Maseratis withdrew
recounted his first impressions: from the Circuito di Pescara on 18 August,
another non-Championship race, and that
122
 1950: ‘The 3 Fs’ and a World Championship
meant the Alfas would have it almost all their decided that Fagioli would win. The two
own way over the long and fast Pescara road Alfettas were playing aijiong themselves miles
circuit. Fangio was in another sphere in prac­ ahead of anyone else and Fagioli was in the
tice, hurling his 158 around no less than lead on the final lap with only a couple of
twenty seconds quicker than Fagioli, who was miles to go. A front trailing link broke in the
twenty-eight seconds faster than Rosiers suspension and one of the front wheels sagged
Talbot-Lago. Fangio was timed on the in on to the bodywork as Fagioli was bringing
straight, a narrow piece of road that ran along the car to a halt. Fangio pulled alongside
the sea, at 192.84mph (308.5km/h). The grid Fagioli, determined that the wheel would not
was hardly livened up by the appearance of come off and urged his teammate to drive to
Otto Schwelm in a Jaguar XK120, which may the finish. As they both looked over their
have been a C-Type, and Clemente Biondetti, shoulder for the third-placed Rosier in his
with a C-Type Jaguar with a Ferrari engine. Talbot, Fagioli set off slowly. With less than
How they got into the race is uncertain. half a mile (1km) to go, Fangio spotted Rosier
Team orders had come into play again for in the distance and sped off to make sure both
this non-Championship race and it had been Alfas were not overtaken. Rosier went past

A n on -C h am p ion sh ip Circuito di Pescara race was held on 1 5 A u g u st 1 9 5 0 . Fagioli was leading when his fro n t suspension collapsed
on the last lap. H e was about to retire when Fangio pu lled alongside, inspected the car, and urged him to continue. In the end, R osier’s
Talbot ju s t beat F agioli into second place. (Alfa R om eo Storico)

123
1950: ‘The 3 Fs’ and a World Championship

Fagioli with a few hundred metres to go, and the point that by this stage of the 1950 season
took second place, six seconds ahead of poor ‘the Alfa drivers had kept revs in hand (to
Fagioli. order), certainly they had not used all the
Fangio himself (1961) identified the offend­ bench power available to them, and at least
ing part on Fagioli s car as one of the springs, one car in the team had been run with an
and says how the pair had come to a complete “easy” final ratio. Time was catching up with
stop to decide what to do. Fangio said he was the twelve-year-old design, and as few chances
almost seasick watching Fagioli’s damaged car as possible were taken to ensure reliability
heave up and down as they headed for the (further to this end, major components such as
finish. By the time the pair had left the Capelle crankshafts were used for only a few races, and
Pass on to the straight the wheel was locked then discarded).’ At this point, Hodges also
solid. Fangio says it was his team-mate who argues that the increased engine power
first saw Rosier and urged him to leave and (370bhp) and brake improvements justified the
win, and later Fangio said he really regretted designation of the car as the 159. It was at the
that win. International Trophy that Hodges says that
There were now only two races left for the Farina was driving a ‘158/50 with a 159
Alfa Corse team and only one was a Champ­ engine’, using a set of terminology that has not
ionship race. The first non-Championship been used elsewhere. It could also be argued
event was the International Trophy at Silver- that the 159, whenever it came out, was essen­
stone on 26 August. Hodges (1966, p.7) makes tially a 158 with a more powerful engine.

A t the International Trophy at Silverstone on 2 6 A u g u st 1 9 5 0 , Farina an d Fangio were the drivers, but C onsalvo Sanesi (left), Felice
B onetto (centre) and team m anager G ianbatista G u id o tti (right) all tested an d practised. (Alfa R om eo Storico)

124
 1950: ‘The 3 Fs’ and a World Championship

Farina refuels during practice at

Silverstone.

At Silverstone, which took place only a that the car should have been quicker at Sil­
week before the Championship decider at verstone.
Monza, two Alfettas appeared, for Fangio and The saddest feature of the Silverstone
Farina, and they each dominated their heats. A meeting was the appearance of Tazio Nuvolari
supposedly new supercharged Ferrari was who had been invited to race a Jaguar in the
present for Ascari, entered by Tony Van- sports-car race. He did three laps and had to be
dervell, but it was another scam by Enzo told that he was too slow. His worsening illness
Ferrari. Vandervell caught on, and this led to meant he never drove on a circuit again.
years of argument about who owned what and
who owed what to whom! The BRM made The Championship Decider
its famous, or infamous debut, and after a rea­
sonable wet practice run, specially arranged as ‘The 3 Fs’ all had a chance of winning the
it had missed the regular session, it managed inaugural World Championship at the Italian
about one foot at the start when the transmis­ Grand Prix at Monza on 3 September. In
sion or a half-shaft broke. addition to cars for the team leaders, there
The two Alfettas went out in front in the were also entries for Sanesi and Taruffi. Ven­
final, where the more forceful Farina kept ables (2000) states that Sanesi was back again as
Fangio four-tenths of a second behind at the a sop to the unions, which may be true, but it
finish, with Peter Whiteheads private Ferrari is just as likely that Alfa Corse wanted this
again third. Ascari had tussled briefly with capable driver behind the wheel anyway. Pre­
Fangio but spun and retired in the second sumably, Sanesi himself would have said that
heat. Fangio (1961) later complained that his he was just doing his job. Sheldon and
car was performing poorly, and that he was Rabagliati (1993) go as far as saying that it was
getting unhelpful and contradictory informa­ the pressure from the Communist union/s that
tion from the mechanics when he quizzed put Sanesi behind the wheel. No record of the
them. It is slightly odd that Fangio should say Communists or any other union wanting
this when his race times were comparable to Sanesi to drive appears in the various union
Farinas and he set fastest lap; perhaps he felt newsletters, and it may well have been Satta
125
1950: ‘The 3 Fs’ and a World Championship

Farina (right) leads Peter W h iteh ead’s Ferrari 1 2 5 o ff the line for H ea t O n e at Silverstone, which Farina won. (Alfa R om eo Storico)

Fangio w on H ea t Two a t Silverstone and flu sh ed second to Farina in the fin a l.

126
 1950: ‘The 3 Fs’ and a World Championship

F arin a acknow ledges the flag after w in n in g the fin a l o f the In tern ation al Trophy. (A lfa R o m eo Storico)

and Gallo saying they agreed to this move to of the opinion that the 370bhp engine had
keep the unions happy and quiet. already been used. Perhaps this was the car
Although Fangio was quickest in practice, it Fangio drove at Reims?
was only by two-tenths of a second, and he According to Fangio (1961, p.108), Farina’s
was followed not by one of his teammates, but 159 had ‘additional horsepower built in by the
by Ascari, making the debut of the Ferrari 375 factory engineers. I, too, had a very fast 159,
with unblown 4.5-litre engine. Dorino Ser- but in fact it let me down on the eighteenth
afini was replacing the injured Villoresi in a lap in an inexplicable way.’ Hull and Slater
similar car, but he was six seconds slower than (1982) report Ascari retiring on lap 22, and
Ascari, and Farina, Sanesi, and Fagioli were then Fangio pulled in with a seized gearbox.
quicker than him, with Taruffi just behind. As Ascari took over Serafino’s car, Fangio
According to Sheldon and Rabagliati (1993), took Taruffi’s, but this later retired with a
Farina was chosen to win because he had been dropped valve. Venables (2000) however,
given the latest car, a 159, although in their argues that Fangio came in with a boiling
view it was a reworked 158. (This is probably engine, and agrees that the Taruffi car went
true of all the 159s.) Hull and Slater (1982) say out with the dropped valve with Fangio
that Farina had the latest 370bhp car but do driving. Farina was left in the lead and Ascari
not call it the 159, while other writers are did well to come back up into second place,
127
1950: ‘The 3 Fs’ and a World Championship

Fangio in practice fo r the G ran Prem io D ’Italia, held on 3 Septem ber 1 9 5 0 at M o n za . Fangio is in the 1 5 8 .

Farina was a fu ll second an d a

h a lf slow er than Fangio in
practice, although Farina was
driving the 1n e w ’ 1 5 9 : in truth, a
1 5 8 w ith a m ore pow erful engine.
Fangio chased Farina bu t was
forced to retire. H e took over
Taruffi’s car but th at fa iled as well.
(Alfa R om eo Storico)

128
 1950: ‘The 3 Fs’ and a World Championship

T h e unions argued fo r m echanic/test driver Sanesi to be in the Italian G rand P rix. H e g o t on to the front row but retired w ith engine
trouble. (A lfa R om eo Storico)

129
1950: ‘The 3 Fs’ and a World Championship
ahead of Fagioli. The reliable Rosier was Formula 2 race, in a major blow to French
fourth, although only Raymond Sommer got racing enthusiasts.
anywhere near the pace of the Alfas and Fer­ When the first World Formula 1 Champi­
raris in his Talbot-Lago. Tragically, Sommer onship went to ‘Nino’ Farina, the Italian
was killed at Cadours a week later in a press went wild, and Fangio went’ home,

*N in o ’ Farina became the first W orld D rivers’ C h am pion , although there were m an y w ho fe lt Fangio was more deserving o f the title.
(Alfa R om eo Storico)

130
 1950: ‘The 3 Fs’ and a World Championship
disappointed by losing and by the joy that was Farina had won the Championship on
felt because the ‘foreigner’ had lost. It is inter­ thirty points, with Fangio second on twenty-
esting that in his ‘other’autobiography, Fangio seven and Fagioli third on twenty-four. These
(1992) recalls the events at Monza as having three drivers had won a total of eighty-one
involved a tyre puncturing and the radiator points and all the other drivers who scored
being holed, as steam was pouring from under managed only fifty-one points between them.
the engine cover. Indeed, he says, the valve Autosport (Sept. 15, 1950, p.99) announced
failure stopped the Taruffi car. His co-writer in that ‘Alfa Romeo are said to have a new 4.5-
1992 argues that there was no need to be bitter, litre Formula 1 car, and also a hush-hush 4-
but his earlier account displays considerable cylinder Formula Two 2-litre’. These rumours
bitterness; whether this was Fangio’s view or and stories of the revised 512 also appeared in
that of the co-writer is impossible to say. the press before the 1951 season.

A fte r w in n in g the 1 9 5 0 W orld C ham pionship, A lfa R om eo was asked to exh ibit their cars and the com plete range o f products,
including ovens an d buses, through the streets o f M ilan . (Alfa R om eo Storico)

131
1950: ‘The 3 Fs’ and a World Championship

GE3TIÖHE COii S E 1950

Fr e a l to ca ssa tl L. 59.000.000,
Speoe: t r a e f e r t e , v in g g i,
a e e le u r u sio r U , t r a u p e r t i,
p r e c l a c o r r id o r ! L. 45.000.000,
Speee s tu d io ,p r o g e tta x io a o ,
c o s tr u e io n e , r e v ic io n c .o o n -
ta ü fiio , r lp a r a z io n e 37.000.000,

L. 82 . 000 . 000 ,= L . 59 . 000 . 000 ,

F e r d lta a p a r e g g io " 23.000.000,

L. S2.000.000,* L. 82.000.000,-®

S«1 c o o a i d e r a r e 11 b l l a n o i o d i c u l s o p r a o c c o r r e t e u e r e p r * -
a e a ta ch a u ach e quaado l ' A l f a a o a ha p r e a o p a r t e a c o a p e t i x i o n i
s p o r t iv e ha d o v u to u g u o lc e n te a o p p o r ta r e op oso p er s t u d i o a a i g l i o -
r a a e a t o d e l l e v e t t u r e da c o r s a . Q ueute a p e o a , n e l 1949 ( a t a g i o n a
a e l l u q u a le 1 'A lfa aoa p r e ss p a r te a c o n p c t i s i o a i a p o r t t v e ) , a s a o n -
ta ro n o a L. 2 1 .0 0 0 .0 0 0 ,* .

til c o n sa g u e o r a , so d a lla ap eea p er l o e t a g : o n e 195 0 , t o g l i i K

s o q u e a to i s p o r t o f i s a o d i L. 2 1 . 0 0 0 . 0 0 0 , - , i l ü l a n c i o è p r e a a o c h è
a paregg l o .

s/v M
A n outline o f costs incurred during the 1 9 5 0 racing season. T he accounts are done in a fairly basic m anner! (Patrick Italiano)

132
 1950: ‘The 3 F s’ and a World Championship

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A n account o f incom e a n d ex pen ditu re during the 1 9 5 1 season, in various currencies. (Patrick Italiano)

133
7 1951: The Final Chapter

If there had been a Constructors Champi­ head had not yet appeared. In April, this devel­
onship in 1950 and points awarded on the opment did appear for Ascari and he duly won
same basis as in the Drivers’ Championship, at San Remo; this time, Villoresi was out of
Alfa Romeo would have scored fifty-four and, luck. The first direct confrontation would be
on the basis of best scores, thirty-six for four at Silverstone for the International Trophy,
wins, while Ferrari would have had eighteen which had been moved to an earlier spot in the
gross and eighteen net, with Talbot on fifteen calendar, on 5 May.
and thirteen. A year or two before, or possibly In January 1951, Gioacchino Colombo left
not even that long, many would have had Ferrari after being replaced in the important
Maserati at least third and possibly second in design areas by Aurelio Lampredi, and
that table. They only managed eight points in Pasquale Gallo asked him to return to Alfa
1950, and did not look like they would do any Romeo. He returned to Alfa Corse with a
better at the beginning of 1951; it seemed that brief to improve the team’s chances of retain­
1951 would be a straight fight between Alfa ing the title for at least one more year. There
Romeo and Ferrari. The odds were pretty had already been discussions about what was
even as to whether Ferrari could topple or to be achieved after the Championship had
even beat the Alfas, although their final per­ been won in 1950, but the management was
formances of 1950 looked serious indeed. in favour of a second attempt, and possibly a
third. There had also been some initial discus­
Plans and Developments for 1951 sions about what formula the World Champi­
onship might be run to in 1952, as there was
Twenty-one Formula 1 races were scheduled concern in the FIA and elsewhere that there
in 1951, although only seven would count for were not enough manufacturers to make the
the World Championship, Spain having been Championship attractive and draw the crowds
added after the first year. It seemed likely that for the race organizers. A decision on this was
Alfa Corse would enter all seven Champi­ still some way away, however.
onship races and perhaps four non-Champi- Colombo and Guidotti planned their season,
onship events — the same number as the and convinced the management not only to
previous year —and budgets were worked out modernize the six existing 158s, but also to
accordingly. Ferrari were expected to do more build four new cars. These would be officially
early-season races to get the 4.5-litre car known as the 159, even though they would
running competitively. They appeared at Sira­ share many characteristics of some of the 1950
cusa in March, where Villoresi won and Ascari cars (which had already been tagged with that
retired, and again at Pau later in the month label by various reporters!). In fact, there would
with the same cars and the same result, be very little differences in the chassis.
although the new Ferrari twin-plug cylinder Anthony Pritchard (1965) had several sets of
134
 1951: The Final Chapter

T h ese tw o cu ta w a y draw ings sh o w the early 1 5 8 w ith single supercharger, a n d the 1 9 5 1 1 5 9 . (A lfa R o m eo Storico)

figures when he described the new 1951 cars, arrangement was adapted to the existing hubs
and stated that, while 8,500rpm was the at the rear, with double-jointed half-shafts on
normal limit, the 1951 cars were capable of each side of the final drive. Pritchard did not
390bhp at 9,000rpm, could give 405bhp at seem to agree with Pomeroys view that this
10,500rpm on the test bench, and had sur­ arrangement improved cornering stability. He
vived longer runs at 9,500rpm. Pritchard was also noted that the 159 had enlarged brake
less convinced about the value of the de Dion drums fitted and that the fuel capacity had
rear axle, which he thought gave little advan­ been raised to 75 gallons (3251tr). He says the
tage over the swing-axles. The de Dion new ‘159A’, by which he is referring to the
135
1951: The Final Chapter
four new cars built for 1951, was consuming policy on maintenance, whereby the transmis­
fuel at better than 1.5mpg (188 ltr/100km). As sion and axle gears were replaced after every
his views were retrospective, he advises that race, pistons, cylinder liners and roller bearings
various fuel tank sizes and numbers were tried every four races, connecting rods every six,
during the season. and crankshafts and superchargers after the
Pomeroy seems to refer only to the cars used season. This contradicts at least one report
for the last two races of 1951 as T59A’, and about crankshafts being replaced much more
says that these had the forward-facing orifice often than that (Ludvigsen, 2000).
air intake removed and replaced by a conduit According to Venables (2000), one of the
drawing air from an opening cut into the top new cars built in 1951 was fitted with the de
of the scuttle. He also says that the fuel capac­ Dion rear end, and this had been derived from
ity was 65 rather than 75 gallons (2821tr rather the type that had been tried on the 512 and on
than 3251tr). Pomeroys argument in favour of the 158 in which Marinoni had been killed.
the de Dion set-up —not only with the Alfetta He also states that the cars had longer tails to
but with other makes as well —was that the de assist in accommodating the new tanks,
Dion maintained the vertical balance of the although all the cars were fitted with more
wheels on the road, being less susceptible to tanks. Venables helpfully explains the new
significant changes of camber when the heavy nomenclature for the 159 as follows:
fuel load lessened. This had become an
increasingly important factor as fuel consump­ The four new cars were called the 159, but
tion rose with power and weight went up as to avoid customs and frontier problems all the
well as more fuel became necessary. cars, including the six veterans, were now
Pomeroy (1965) confirms some of called Tipo 159s, and w hen outside Italy
Pritchards views (perhaps Pritchard, like carried T 5 9 /...’ plates on the bulkheads, a
many others, drew his information from point that sometimes confused contem po­
Pomeroy in the first place), writing that by rary journalists.
April 1951 an engine had been on the test bed
producing 404bhp at 10,500rpm and 385 at Venables resorts, in his story of the 1951
9,500rpm, and that engines with this capacity season, to calling the older cars ‘158s’ and the
were the basis for the 159 designation. Inter­ four new ones ‘159s’ (Venables, 2000, p.184).
nal cooling was provided by ‘very rich mix­ It seems that not only journalists of the period
tures of alcohol fuel having good values for were confused by this system!
latent heat, and . . . very large angles of valve Borgeson (1965) was firm in his belief that
overlap, to a point where this phase of the the 159 did not exist before the new 1951 cars,
engine’s operation was referred to in the Milan whatever specifications may have appeared
Design Department as a cooling “fifth stroke’” on earlier cars. While quoting 420bhp at
(Pomeroy, 1965, p.37). It was as a result of this 9,600rpm, he differs from some of the other
process that fuel consumption rose so much sources on this subject, but presumably gained
and, of course, some 135bhp were being his knowledge directly from Colombo
absorbed just to run the twin-stage super­ himself. He points out that Colombo never
chargers. Ludvigsen (2001) adds that cool had to redesign the valve springs, which main­
water was now being pumped directly to alter­ tained the same pressure as they had many
nate exhaust valve guides to aid the cooling, years before when some 2,600rpm was being
and that a return was made to the use of twin used. As Jim Stokes was to argue later, the
manifolds and exhaust pipes, also to reduce the cars were ‘over-engineered’ in several areas.
heat loadings. Colombo did manage to remove some 23g
By 1951, Alfa Corse had established a clear from each of the valves. The oil tank to the
136
Fangio w on the first heat o f the 1 9 5 1
International Trophy a t Silvers tone, and
Farina the second, but the heavens
opened during the fin a l an d Fangio,
show n here in the 1 5 9 , dropped aw ay
to fo u rth . R eg Parnell w as in the lead
in the Vandervell Ferrari T hin W all
Special when the race was stopped, at
six laps. It was the first tim e since
1 9 4 6 th at the A lfas had been beaten.

driver’s left in the cockpit had been moved for enlarged to 14.8in diameter and 2.2in wide.
1951 to a location under the cowl, and The four-speed shift mechanism for the unsyn­
replaced by an additional fuel tank. chronized rear-mounted transmission remained
Through his relationship with principal on the left of the driver, and was gated with a
figures at Alfa Corse, Griff Borgeson had lock-out for reverse gear. A perforated metal
more detailed information than many others cover had been added to fit over the driveshaft
writers, much of which never appeared until as it passed between the driver’s legs. The stan­
many years after the cars finished racing. dard St Christopher medal was retained on the
Colombo revealed to him that the chassis dash of the 159 as on the previous cars.
changes for 1951 — to the four new cars —
included an increase in the thickness of the The First Race o f the Last
chassis tube material, to 0.079in, and the addi­ Season
tion of 1-in cantilever tubes high above the two
frame rails. The cantilever frame was only used A strong entry was received for the Interna­
once, in the last race of the season, but the tional Trophy at Silverstone (although Scude-
thicker tubes were used on all the new cars. An ria Ferrari withdrew its entry for Ascari and
exhaust cooling box helped to keep heat away Villorese), resulting in a good field for the two
from the engine and this box also had an air heats and the final. Alfa Corse sent four cars,
intake to the blowers. This air came in through which Sheldon and Rabagliati (1993) list as
a tube located underneath the right side of the 159s. This is technically correct because they
radiator, and it also pushed air through the would have carried 159 chassis plates, but Ven­
exhaust box to carry the heat away. The ables points out that they were 158s, cars from
Porsche-type trailing arms were lightened the previous years; in another puzzling aspect
slightly and worked on one friction and one of the Alfetta history, they might have been
tube shock on either side. The two leading- many years old. Fangio, Farina and Sanesi
shoe front brakes had Alfin drums, now were joined by Felice Bonetto.
137
1951: The Final Chapter

Felice Bonetto and not restarted. In his report, Venables

(2000), calling the cars the 159s (although
Bonetto was no youngster when he came to drive earlier he had said they were the 158s), states
the Alfetta. He was 48, three years older than that the 159 engine might not have been
Farina (but five years younger than Fagioli). He strong enough to deal with the Ferraris.
came from the Brescia area and had raced motor­
cycles for a year in 1920 before switching to cars. Venables also claims that this was the first
After many years in fairly minor cars and events, time the Alfettas had lost since 1946. Strictly
in 1933 he drove a privately owned Alfa P3, speaking, this is not accurate, since the race
coming third at the Monza Grand Prix and was declared ‘no race’, which means there was
winning the Mountain Grand Prix in Switzer­ no result. Even though the places and prizes
land. He disappeared from racing for many years, were awarded to Parnell, Hamilton and
before reappearing in Portugal to win a race in a Whitehead, with Fangio ‘fourth’, the race had
12-cylinder Alfa Romeo, which he had driven
from Italy to the race. He went on, after 1951, to no real meaning. In any case, the conditions
become an important long-distance driver, were so appalling that the final order was
although only for a short period. something of a lottery, although many
reporters credit Parnell for staying in front and
out of trouble. The six laps of power-boating
At Silverstone, the weather was changeable simply bore no relation to a full race in wet or
through practice, and Sanesi was the fastest dry conditions.
qualifier of all, several seconds ahead of every­
one else. However, Heat One turned into a Taruffi in the 6Swiss M ix’
fierce battle between Fangio and Reg Parnell.
Parnell was entered by Tony Vandervell in the As there was no Monaco Grand Prix in 1951,
Thin Wall Special, a 4.5-litre Ferrari that the the first Championship race was the Swiss
Vandervell team was turning into the quickest Grand Prix at Bremgarten on 27 May, three
of these cars by using technology that was weeks after Silverstone. Farina in a Scuderia
often well ahead of what Scuderia Ferrari Milano Maserati had beaten Froilan Gonzales
could come up with, particularly in the bear­ in a Talbot-Lago at the Grand Prix de Paris in
ings department, which was Vandervell s forte the Bois de Boulogne. Gonzales had earned
(McDonough, 2003). Parnell hung on to respect for his performance over the winter
Fangio and was only three seconds behind at when some pre-war Mercedes were allowed to
the end of the heat, and forty-two seconds race in the South American series by the FIA,
ahead of Bonetto. In spite of having to come and the rotund Argentinian had been quite
from the third row of the grid, Farina soon successful. His Paris race in the Talbot had
made it into the lead, and was thirty seconds only served to enhance his growing reputa­
in front of Sanesi at the end of the fifteen laps, tion. Fangio had led that race in the super­
with Prince Bira’s Ecurie Siam Maserati charged Gordini, but as usual the Gordinis did
4CLT/48 an equal distance behind. not last the distance.
As the grid lined up for the thirty-five-lap Five cars were sent, for Fangio, Farina,
final, the skies opened and the rain soaked Sanesi and de Graffenried, who was back in
everyone and everything on the circuit. The the team, as Guidotti had promised, and was
officials decided, none the less, not to delay the the best Swiss driver. There was a spare, and
start and Bonetto went out into a short lead, the cars consisted of three 158s and two 159s,
which was taken over by Parnell, who stayed according to Venables (2000); one of the 159s
in front for six laps. By this time the Alfettas had the de Dion rear end and the other had the
were dropping back, being unable to put their older swing axles. Sheldon and Rabagliati
power down, and the race was then stopped (1993) again list all the cars as 159s, and for the
138
 1951: The Final Chapter

C on salvo Sanesi was fou rth in the 1 9 5 1 Sw iss G rand P rix, held at Brem garten again, on 2 1 M a y 1 9 5 1 . (G P P )

139
1951: The Final Chapter

T h e rain reappeared a t Brem garten as

it h ad at Silverstone, but Fangio
splashed his w ay to victory. (Alfa
R om eo Storico)

first time indicate that Sanesi had chassis the first Ferrari of Villoresi, which passed
number 9, a hint that possibly this car was Sanesi and, blinded, drove into a hedge!
examined more closely, as it might have had Fangio made a fuel stop but came out behind
the de Dion rear end. In fact, Venables con­ the one-stop Farina and re-passed him, while
firms this, and Sanesi was in the de Dion car Taruffi was making up for being overwhelmed
and Farina in the swing-axle 159, with the by the wet at the start. After Taruffi got past
other two in 158s. The allocation was not Farina, Farina spun near the end, but was still
made until after practice, which had been third, in front of Sanesi and de Graffenried,
dominated by Fangio and Farina and then Vil- with an unimpressive Ascari sixth. Fangio
loresi, who was four seconds behind Fangio (1992) recollected that the ‘159s had four of
but ahead of Sanesi, with de Graffenried going the first five places’, indicating that possibly he
well again, Taruffi and Ascari in the other did not pay much attention to the precise
Ferrari. At this point the Ferraris were looking labelling of the Alfettas as it would seem he
unthreatening. was in a 158.
Race day was wet but not nearly as bad as De Graffenried threw more light on the car
at Silverstone. The cars were fitted with splash situation in a recent interview:
guards behind the front wheels for the first
time, having learned a lesson at Silverstone and T he Swiss race in 1951 was w hen it rained,
in other races. Fuel was topped up on the grid, and I had been given the most powerful car.
although there was some betting that Sanesi In those days there were four drivers in a
was going to try and manage without a stop. team and they could change cars. That car
Fangio was absolutely determined that he was meant for Fangio but he didn’t need it
would get in front in the wet as he had been because it was wet. That one had 400 horse­
enormously disappointed by the Silverstone power and I managed to keep the car on the
race. He realized that he had to be in front of road, which was not easy because it was so
the blinding spray if he was to have a chance powerful, but I finished fifth and Fangio w on
of winning (Fangio, 1961). He did exactly the race; he had made a good choice, and he
that, followed by Farina and Sanesi in front of was very good at planning his race.
140
Sanesi on the slippery cobbled Brem garten track.

In answer to the question as to which car he Dion 159, although de Graffenried pointed
was driving, and the difference between the out several times that there was no problem in
158 and 159, his answer was very interesting: switching cars around in those days, even at
the last minute. He believed it was quite pos­
I think the main difference was that the 159 sible that Fangio had settled for the less pow­
had the de D ion suspension, and that made it erful car, with which de Graffenried had
have better roadholding. This didn’t matter practised. This makes sense in light of the fact
so m uch in that race because it was wet and that Fangio set a blistering pace in the practice,
we were going slower, but I felt the de Dion presumably driving the 400bhp car, coming
car was an improvement, even in that race. close to Langs outright circuit record, set in
the Auto Union. His fastest lap in the wet
This will come as something of a surprise to race was considerably slower, at 95mph
anyone who thought Sanesi was racing the de (152km/h).
R are ph o to o f'T o u lo ’ de Graffenreid in
the 1 5 9 in the S w iss race, where he
w as fifth , (de Graffenreid C ollection)

141
1951: The Final Chapter

A Biker in the Alfetta? Ireland, on 2 June. This was a difficult and dan­
gerous 7.4-mile (11.85km) road circuit. While
There was a long-standing mystery relating to a Sheldon and Rabagliati (1993) say this was a 159
certain photograph of a young man sitting behind in Farina’s hands, it did not seem to make much
the wheel of one of the Alfettas, apparently at this difference. Farina’s skill and the car’s roadhold­
Swiss Grand Prix. It seemed to be multiple World
Champion motorcyclist Geoff Duke. Apparently, ing on the twisting circuit meant that Reg
he had been in Switzerland that weekend for a Parnell in the Thin Wall Special Ferrari was less
bike race, and it was not far from the Grand Prix, of a threat than he had been on the open spaces
so he went along to have a look. As Duke was of Silverstone. Parnell finished over a minute
looking at the car, Fangio recognized him and behind Farina after 200 miles (320km), with
invited him to sit in it, being very pleasant to him, Brian Shawe-Taylor getting another good result
one professional to another. That was when the in third in his ERA B-type.
photo was taken. Although Duke would go on to
do some interesting races in cars, he did not When the cars showed up at Spa for the
manage to get back into an Alfetta. Belgian Grand Prix on 17 June, there were
three Alfettas, all 159s, with Fangio in the de
Dion chassis number 9, and Farina and Sanesi
in the swing-axle 159s. (This time, the key
sources seem to agree on the cars for the race.)
The Fangio car now had the full complement
of fuel tanks, with the usual one in the tail, two
alongside the driver’s legs, one in the scuttle
and even one on the offside of the engine bay.
This meant that there was a 70-gallon (3051tr)
capacity, and with all that fuel at the start, the
driver must have been required to have a lack
of imagination. Farina’s car did not have the
tank in the scuttle, and Sanesi had three
cockpit tanks (Hull and Slater, 1982). The
Alfettas had 19in Engelbert tyres on 19in rims
with offset spokes, these to raise the gearing on
the long, long Masta Straight.
The Ferrari opposition was for the first time
complete with three twin-plug ignition cars,
for Ascari, Villoresi and Taruffi. Amazingly,
while there were seven Talbot-Lagos, there
were no Maseratis, although it was clear that
M otorcycle cham pion G e o ff D u k e w as racing in the the fight would be between the Alfas and the
5 0 0 cc G ra n d P rix on the sam e d a y as the F orm ula i Ferraris.
race in B rem garten, a n d w as in vited b y F angio to sit
in his 1 5 9 .
Fangio and Farina were quickest, from Vil­
loresi, Ascari, Taruffi and Sanesi. In the race, the
start was dramatic as Villoresi moved into the
Farina’s Trips to Ulster and Spa lead, from Farina and Ascari, with Fangio
fourth. Sanesi stalled on the line but was soon
In the three-week gap before the Belgian Grand up to sixth, the slowest Alfa being so much
Prix, a single car, a 158 according to Venables quicker than anything else. Farina was then in
(2000), was sent to the non-Championship the lead, timed at 193mph (309km/h) on the
Ulster Trophy race at Dundrod in Northern Masta Straight, and after some laps Taruffi
142
 1951: The Final Chapter

Fangio set the fa stest lap in the G ran d P rix de B elgique on 1 7 J u n e 1 9 5 1 , but dropped to ninth after a ja m m e d w heel cost fourteen
m inutes in the p its an d Farina w on.

retired with a rear-axle failing. Farina and ‘2Fs’Win in France

Fangio were taking Eau Rouge corner going up The French Grand Prix on 1 July at Reims
the hill at Spa in huge breathtaking drifts. When was also the Grand Prix of Europe. Fagioli
it came to refuelling, Farina was away in one rejoined the Alfa Corse team for his first 1951
minute but Fangio had a wheel spoke head on outing, Sanesi was in the de Dion 159 chassis
the new 19in wheels jam behind the hub splines 9, and Farina and Fangio were in the other
and he lost a full fifteen minutes as the tyre had two team cars from Spa. Ferrari entered four
to be changed on the rim on the car. This cars to attack the Alfas, adding Gonzales to
allowed Ascari into second but he finished the Scuderia strength. Venables (2000) lapses
nearly three minutes behind with Villoresi into calling the Alfettas both 158s and 159s,
another ninety seconds adrift. Sanesi had his but it would appear that they were all 159s,
radiator explode on lap 11, forcing him to retire. although it was interesting that the de Dion
Farina had moved into the lead of the suspension had not yet found its way on to a
Championship, but not by much, and, second car. The Autosport report of the race
although the Ferraris looked good on paper in hinted that the Alfetta bodies seemed ‘fatter’,
second and third, they had really not chal­ indicating that there may have been panel
lenged the Alfettas on this high-speed circuit. changes to accommodate the fuel tanks,
Alfa Corse could go to the next race with a although these do not seem to have been
degree of confidence. noticed at Spa.
143
1951: Hie Final Chapter

A scari fin ish ed second to Farina in the

1 9 5 1 G ran d P rix de B elgique as the
Ferrari threat g o t more serious in
1951.

Farina in action at S pa in 1 9 5 1 . (Alfa R om eo Storico)

144
 Î9 5 i: The Final Chapter

Farina is congratulated on his w in at

S pa in 1 9 5 1 .

PE I.O U S 3 S
»* GA£)£
■ à«'-- OAOEJ,f,c
N 5

M MONTEE

Po»f^m#
,C.- HM iG AS U G «E DCQiTE C 0 27
■ -V ^

THILLOiS'
rUHOVcTTE
Peÿ&N 2

UIT ROUTIER PERMANENT de REIM«

I D eveloppem en f 7 ' 8 I5 70
&iANTATJQNJ*JNSTALLATIO

T h e race director’s office at R eim s for the G ran d P rix de L ’A .C .F ., on 1 J u ly 1 9 5 1 .

145
1951: The Final Chapter

Fangio and Farina again led in practice but

Ascari was not that far away this time, with
Villoresi just ahead of Sanesi, Gonzales and
Fagioli, and Chiron in the Talbot-Lago. The
Alfetta splashguards had been fitted for part of
practice and were then removed. Farina made
the worst start, spinning his wheels at the
beginning of the seventy-seven-lap race,
which would be all of 374 miles (nearly
600km) in blazing heat. As the pack of red cars
appeared over the hill on the way down to
Thillois before turning right towards the pits,
it was Ascari in front of Fangio, and it stayed
E ngine detail o f the Î 5 9 w ith the ‘eleph an t-tru n k’ air intake,
at R eim s 1 9 5 1 .
that way for nine long laps. Then Ascari was

146
 1951: The Final Chapter

D e ta il ph oto o f the right rear suspension an d exhaust.

Sanesi’s car, which is identified as chassis i 5 9 9, one o f the
f e w cars to haue been identified w ith a chassis num ber in
period, being w orked on before practice.

A circuit official watches work on the 1 5 9 .

147
1951: The Final Chapter

T h e cockpit o f the 1 5 9 , again m ostly unchanged, although the

S t C h ristoph er’s m edal has gone. N o te the interior rearview
mirrors.

Overhead view o f Fangio’s car pre-practice. E ven with the

exhaust guard, it was still possible to g et burnt on the right arm.

L uigi G afioli oversees tyre-pressure adjustm ents on S an esi’s car. T h e circuit official is still intrigued.

148
O verhead view o f S an esïs car show ing
the air-in take system .

F agioli in practice at R eim s in 1 9 5 1 .

N o te th at the grille shutter has not
been fu lly rem oved.

149
Fangio in fo u r-w h eel drift in practice at
R eim s. T h e in dividu al nose m arkings
have not yet been added.

A n oth er view o f Fangio in practice.

(Ferret Fotographics)
 i9 5 t: The Final Chapter

Farina looks stem in practice at R eim s.

H e was tw o seconds slow er than
Fangio. (Alfa R om eo Storico)

in the pits, his brakes gone and his gearbox stopped again with brakes failing; Fangio was
going, and he lasted only another lap. Then into the lead, and now Farina had magneto
Fangio slowed, his magneto giving trouble, as trouble. Fangio/Fagioli shared the points for
was Sanesi’s. Then smoke was billowing from victory, with Fangio getting an extra one for
Villoresis Ferrari and Gonzales and Fagioli fastest lap, at 118.29mph (190km/h), with
were in front. When Fagioli pitted for fuel and Gonzales/Ascari second, Villoresi plodding on
tyres, he handed his car over to Fangio, and got to third, and Reg Parnell in the Thin Wall
into Fangio’s repaired car. Special fourth. Farina just stuttered round to
Farina then led, made his stop still in the fifth, while poor Sanesi had to push his car to
lead, and Gonzales handed over to Ascari, the finish for the last mile, his magneto gone,
leaving Farina a minute ahead of the possibly as a result of getting so hot.
Fangio/Fagioli machine. During the next set Fagioli’s achievement was to become the
of pit stops, Fangio and Farina both dropped oldest driver ever to win a World Champi­
behind the Ascari-driven Ferrari, but that then onship race, even though it was a shared win.
A real road circuit — trees an d all.
Farina in practice at speed on R e im s’
m ain straight.

151
 Sanesi in practice, an d the view dow n
the m ain straight towards Thillois.

F angio’s car, which retired in the 1 9 5 1 R eim s race. T h e S t

C hristopher m edal is in this cockpit.

more reliability to get their hands on the victor’s

cup?
Silverstone: the W inning Streak
Ends
Fagioli’s feat at Reims was not rewarded with
T h e in dividu al nose m arkings being applied in the p it lane another drive at Silverstone for the British
before the 1 9 5 1 French G ran d P rix. Grand Prix. The Italian was replaced by his
countryman, Felice Bonetto, having a second
run at Silverstone in this season. According to
Fangio now led the Championship by a single Venables (2000), all the cars at Silverstone on
point from Farina, whose car had been throw­ 14 July were 159s, and Fangio (chassis 7),
ing treads in the latter part of the race. Interest­ Farina (chassis 9 with de Dion rear) and Sanesi
ingly, Reg Parnell went the distance without (chassis 8) had the full complement of fuel
changing tyres. Surely, Ferrari only needed a bit tanks, but Bonetto (chassis 1) had only the side
152
 1951: The Final Chapter
Fangio (4) leads A scari (Î 2 ) a t the
start at R eim s.

Sanesi an d Farina acknow ledge the

large French crowd. (Ferret
Fotographics)

tanks and older-style, slimmer body. Bonetto plate and this may indicate that the numbers
was to run on Pirelli tyres, with 550-17 fronts were also stamped on the chassis or firewall.
and 700-18 rears, while the other cars would Hull and Slater (1982) describe Bonetto s car
all have 550-17 fronts and 750-16 rears. By as the ‘old Monza car’, which would seem to
working backwards it might be possible to imply it was Farina’s winning car from 1950,
determine that chassis 1 was the car driven at and at the time it had been referred to as a 159
Spa by Farina on the basis of the fuel tanks, by some, at least having had all the latest mod­
but that would be far too speculative, as the ifications. There would be some logic in this
tank arrangements changed so regularly. The being chassis number 1, although no certainty.
chassis numbers listed for this race in Sheldon Several significant things happened at the
and Rabagliati (1993) would appear to be British Grand Prix. The BRMs appeared,
accurate. They go against Alfa Corse’s policy raced, finished, and even placed well. The fol­
of giving a race number to go on the Tipo 159 lowing week’s Autosport would have them as
153
1951: The Final Chapter
out with a broken gearbox. When Gonzales
stopped on lap 64, he moved to hand the car
over to Ascari, who waved him back into it.
Fangio just could not catch him and then
Farina had a fire on lap 75; obviously, the
engine had gone, not the clutch, as was
reported (although Fangio himself later said
that it was the clutch on fire). After ninety laps
and 260 miles (416km) it was over: two
Argentinians were 1-2.
The Alfetta had finally lost a race, although
Fangio was inclined to see it as Gonzales
winning —and Gonzales even more than the
Fangio leads G o n za les a t the B ritish G ran d P rix; G o n za les Ferrari. Fangio (1992) did acknowledge that
was quicker in practice an d w on by a comfortable margin, in a Ferrari had scored its first-ever Championship
m ajor defeat fo r A lfa Rom eo. win, the first for an unsupercharged car over a
supercharged one, but he took his mechanics
competition now for the tired Alfettas! Gonza­ to task for putting in too much fuel at his stop,
les put a 12-plug Ferrari on pole position ahead making the car heavier than it needed to be.
of the Alfettas, his 24-plug team-mates, and Clearly, according to Fangio, it was Gonzales’
everyone else. Then he made the most of the day. This victory was the occasion when Enzo
opportunity as he had done at Reims, and Ferrari is alleged to have said that he felt as if
flogged the Ferrari all weekend right into the he had ‘killed his mother’ by beating Alfa
winner’s circle. It was stunning, no doubt about Romeo, although the veracity of the story has
it. And Felice Bonetto had even led the race! long been contested, as Ferraris memoirs are
Gonzales beat the Alfettas in practice, or the full of sentiment sweetened with the passage of
‘Alfettes’, as some British journals were still time. One journalist of the period is also sup­
referring to them, for the first time almost in posed to have remarked that, if it were true,
living memory. Fangio and Farina were not then for Ferrari it ‘simply would have been the
that far away, but Ascari was right on their tail, price of winning’.
as was Villoresi, with Sanesi and Bonetto trail­
ing. Parnell and Peter Walker in the hopeless Ascari’s Turn
BRMs did not even record a practice time.
After practice, the Alfa Corse mechanics were Two weeks went by before the drama was due
observed at their Brackley garage headquarters to played out again, at the Nürburgring on 29
welding up a broken 159 chassis frame. July. This was the first post-war German
As the flag fell, Bonetto charged into the Grand Prix at the circuit, where the Alfettas
lead, but he was soon passed by Gonzales and had not raced before.
Fangio, and Fangio then displaced Gonzales. Venables (2000, p.192) describes the pre­
Gonzales drove like a man possessed, using race scene splendidly, as follows:
every inch of the road and quite a few inches
that were not part of the road, and he stuck to T he team . . . was Fangio, Farina, Bonetto
Fangio, and edged away from Farina and and Paul Pietsch, whose form er wife Ilse had
Ascari. Fangio pitted for fuel and tyres on lap been Varzi s lover. There had been indecision
40 and came out over a minute behind his about the choice o f Pietsch; as first Willi
friend and countryman. Farina kept ahead of Daetwyler, the Swiss sports car racer, then
Ascari through the stops but then Ascari went Chiron were considered, and as a result
154
F angio’s 1 5 9 being unloaded at the
N ürburgring fo r the G erm an G rand
P rix, which took place on 2 9 J u ly
1 9 5 1 . (Biscaretti M useum )

Pietsch only managed two practice laps. This car then had further problems in the
Defeat had rattled the Alfa R om eo team, and final practice as the clutch w ould not disen­
in practice there were many problems. gage. It was stripped and no fault was
Fangio had hit the bank and bent the nose found, but G uidotti was forced to test it on
and tail o f his car, there was difficulty in the pit road and short stretch o f circuit. T he
getting the right carburettor settings, the gear spring housings had been wrongly
ratios were changed several times, then it was m achined but there was nothing they could
found that the notorious bumps and swerves do, and it w ould only disengage at lower
o f the circuit were making the chassis frames revs. Fangio did seem to m anage w ith it in
flex. A car was built up within hours at the race. This tim e both Ascari and G onza­
Portello w ith stiffer cross members and les out-qualified the Alfas, the order then
rushed to Germany for Fangio to drive; this being Fangio, Farina, Villoresi, Taruffi,
may have been built up from a 158 and fitted Pietsch, w ith B onetto well off the pace on
w ith a 159 engine, as it had a 158 body. the third row.

G u id o tti testing one o f the cars before P aul P ietsch’s test drive. Satta (left) briefs Fangio, Farina (centre) an d Paul Pietsch
(Bernhard Volker) (right) at the Nürburgring. (Bernhard Volker)

155
1951: The Final Chapter

Paul Pietsch impressive fifth spot, ahead of Taruffi and

Villoresi, after running off the road and man­
Pietsch was the last new driver to be brought in to aging to get back on. When the Alfas started
drive the Alfetta. His choice was questioned at the to pit from lap 6, it was clear they were not
time as not being very well considered and the running well, as cooling and oil pipes had
result of confusion in the team. However, he had
a long career behind him and was highly been damaged in practice. The clutch trouble
respected, if not that successful against the major meant Fangio was only using third and
pre-war teams. Born in 1911, he was reserve fourth after lap 14 and changing ‘by ear’.
driver for Auto Union in 1935, and had several Farina had gone on lap 8, the flexing chassis
races in Maseratis pre- and post-war. He raced a having damaged the pipes too much to con­
Maserati 4CLT.48 in the 1950 Italian Grand Prix, tinue. Pietsch then disappeared up and over a
and would go on to found the respected German bank on lap 11, and Bonetto had the Reims
journal A u to M otor U n d Sport, and the publishing
empire that owns it. He was also well known, less magneto trouble strike him, forcing him out.
fortunately, as the husband of Varzi’s morphine- Fangio at one point had managed to get back
addicted lover Use. into the lead but his second stop dropped
him back, although he drove like a demon in
only top gear by now. Ascari had a tyre
At the start of the 283-mile (453km), problem but had enough of a gap to win,
twenty-lap race around the daunting Eifel with Fangio second, and the Ferraris of Gon­
Mountain circuit, Fangio was soon into the zales, Villoresi and Taruffi third, fourth and
lead past Farina. Ascari and Gonzales soon fifth. Fastest lap did go to Fangio in his effort
passed Farina as well, and Pietsch was in an to catch Ascari.
Fangio at the 1 9 5 1 G erm an G rand
P rix . (Biscaretti M useum )

T liiijiiiiMwW"

Fangio could not sustain this early lead

over A scari a t the N ürburgring and lost
fo r the second tim e, by th irty seconds.
(Alfa R om eo Storico)
H an s L iska draw ing portraying
F angio’s battle a t the Nürburgring.

During the writing of this book, ‘Toulo’ de

Graffenried and Paul Pietsch were the only
surviving Alfetta drivers. At the age of 93,
Pietsch kindly sent his comments about his
single race with Alfa Corse:
Alfa R om eo was the only brand o f racing car
that managed to bring some of the glamour
o f the pre-war period into the 1950s. From
the late 1940s the Milano firm w ith the 158
and later the 159 had really set the pace, with
drivers such as Villoresi, Farina, W imille and
Trossi, w ho won one race after another. Then
Farina won the first Championship and the
Alfas were a long way in front o f the Ferraris,
and then Fangio did it the following year. Alfa
signed Farina and Fangio, and test driver
Sanesi for 1951. The team also wanted to put
drivers from their own country into the 159,
and with this chess move they hoped to get
the sympathy o f the local fans. D e Graffenried
was the driver in the Swiss Grand Prix. In
G erm an driver P aul Pietsch raced the 1 5 9 at the 1 9 5 1 July, for the Germ an Grand Prix, they had not
G erm an G ran d P rix, but crashed early in the race. (Pirelli yet signed a fourth driver. They first
A rchive) approached Lang, w ho said ‘no’, and then
thought o f de Graffenried. They talked to
several people w ho they wanted to compete
While this was a stinging defeat for Alfa in a test around the Nordschlieffe circuit, but
Corse, it did mean that Fangio had gained we only had a few laps. Sanesi knew the car,
Championship points. However, so had but I knew the circuit like the back o f my
Ascari, and it was clear now that the battle to hand. There was also Willi Daetwyler and
win the Championship would be between Louis Chiron. Freiburger was tried and did an
these two and that it might go all the way to excellent time, but I was faster on my second
the final round. lap and was given the drive.
157
1951: The Final Chapter

It was unfortunate that Alfa had left the But in fact I had reasonable luck and didn’t go
decision so late because w ith only a few laps, into the fence. If I had, I think that would
it was possible to be fast but have no idea have been it. I only bit my lip and bruised my
where the limits m ight be. Because the legs against the dash and I really didn’t get
regular driver Fangio had damaged his car, he hurt. I think I was very lucky. The Alfas and
took ‘m y’ car so I had the reserve car which Ferraris were having a big battle, which I
I think hadn’t been run. But I had a lot of could see and I noticed that soon Fangio was
experience and thought that I could do well. the last Alfa driver still running. I think
D uring training, there was a debate over Fangio wasn’t happy and w ouldn’t settle for
w hether any o f the Alfas could beat Lang’s second, but he did manage to win the World
record lap from the G erm an Grand Prix in Championship. For me, it had been a chance
1939. Fangio went out in the training to do to drive a great car in a great team.
a fast lap, but then Ascari and Gonzales went
quicker. I was behind some o f the others but Fangio . . . One Gear in Bari
happy w ith my position.
There were 200,000 spectators there for Alfa Corse skipped the race at Pescara, which
the race on Sunday, although that was fewer saw Gonzales take another Ferrari win,
than in the pre-war days, but of course there although at non-Championship level, and no
were no Germ an cars there. Fangio went to one including the organizers could have been
the front at the start but w ith the Ferraris more surprised at the entry that turned out for
right behind him. I managed to get away from the next non-Championship race, at Bari on 2
Villoresi into fifth. O n the second lap I went September. No fewer than four Scuderia
into a spin, and many cars went past, and I Ferrari and a pair of Alfa Corse 159s showed
drove very hard to make up ground. The up, with Maseratis, Simca-Gordinis and
brakes were hard to get used to, and I had to Talbot-Lagos alongside. The usual Formula 1
try very hard to stay on the track. I tried to Ferraris were sent, for Ascari, Villoresi and
out-brake Villoresi into the South Curve and Gonzales, and a new 500-F2 for Taruffi. Little
almost managed it but the car went off. I did Enzo Ferrari realize, even at this late point
wanted to get him before the curve but I in the season, that this would be not only their
didn’t and it was my mistake. The Alfa slid Grand Prix contender for the following year,
and almost turned over but it did stay upright. but their Champion.
Farina dropped out o f the non-
C h am pionsh ip G ran Prem io di B ari
on 2 Septem ber 1 9 5 1 an d Fangio,
w ho had been quickest, won. (Alfa
R om eo Storico)

158
 1951: The Final Chapter
Fangio and Farina flew the Alfa flag in 159s, cockpit or alternatively from the scoop on the
and Fangio was back on pole, although the cowl. This was driver-operated and its use
Ferraris of Ascari and Gonzales were quicker would depend on weather conditions. Fangio
than Farina. Fangio and Farina were soon in reported an increase in power when opening
charge though Farina was then out with a this scoop, and the engineers thought it might
broken piston on lap 8, followed by Ascari. On give as much as 25bhp extra. Ludvigsen, in this
lap 31 Villoresi had a back-marker run into account, does not mention special modifica­
him, smashing his oil tank. After his final stop, tions to the chassis.
Fangio found that he only had top gear left. Both Nye and Ludvigsen say that the 159 in
After his experience at the Nürburgring, its final form was producing 420—425bhp at
however, he knew how to drive the 159 9,300rpm by the final race, and do not specify
smoothly and make the most of its superb whether this was the figure achieved for
torque. He did the last third of the race in top Monza. Borgeson (1965, p.56), appearing to
gear only and still held a lead of over one take his information directly from Colombo,
minute from Gonzales. It was a very satisfying argues that the 159 was modified after Monza
and reassuring win for Fangio and for Alfa to ensure a win on the rougher roads at the
Corse. It also again demonstrated the usable Spanish circuit, and these changes incorpo­
torque from the Alfetta engine to do so many rated the addition of the cantilever tubes. He
laps with only fourth gear. is adamant that the ‘cantilever frame was used
on that one occasion, the one which gave
Ascari Ascendant Fangio his first World Championship’.
Venables (2000) argues that the changes for
The entry for the Italian Grand Prix at Monza Monza consisted of de Dion suspension being
on 16 September and the amount of work fitted to three cars, although it is not clear
going on at Portello and at the Scuderia whether this means three additional cars or
Ferrari headquarters were indicative of how two more plus the existing car. These three
important this race was to both teams. Indeed, cars had the twin-exhaust system, with the top
it was vital to both companies, as Ferrari was pipe providing the exhaust for cylinders 1, 2,
now producing production cars as well. 7 and 8 and the other pipe cylinders 3, 4, 5 and
While the entry from Alfa Corse indicated 6. He adds that brake size was again increased
that it would be sending ‘four 159s’, develop­ and the tail reshaped.
ment activity behind the scenes was frantic. In a recent interview, de Graffenried
Guidotti would later say that the damage to the recalled the race at Monza as follows:
cars at the Nürburgring, especially the flexing
of the chassis, led to the introduction of what There had been some discussions about me
he called the ‘true 159’, which incorporated driving the 159 at the Germ an Grand Prix
additional triangulated tubes welded into the but that did not happen as they decided on a
chassis to provide greater stiffening and rigid­ Germ an driver. T hen it was not certain when
ity. According to Nye (1985, 1993), many at I would drive for them again, though
Alfa Romeo viewed this car as the true 159, Guidotti had said I would. I was entered for
but Fusi referred to it as the T59M’, ‘M’stand­ M onza anyway in the Maserati, and was then
ing for maggiovata or ‘increased/enhanced’. told that Sanesi had received burns w hen the
Ludvigsen (2001) refers to the car specially car they were going to race caught fire during
modified for the last two races —presumably testing the week before. I was asked if I would
meaning Monza and Spain, and not Good- like to take his place so I went and drove in
wood - as the ‘159A’, and agrees with Nye that practice. D riving the 159 was interesting at
these cars drew air for the carburettors from the M onza because you drove almost the whole
159
1951: The Final Chapter

way in fourth gear, possibly you would use Venables (2000) points out that de Graffenried
third at the end o f the straight. I rem em ber for had been given an older 159, at least for prac­
the race that the cars were changed, and I was tice; apparently, few historians were able to
given the car that Fangio was supposed to keep track of car and driver changes during a
drive. This was not unusual, but for some race weekend. Alfa Corse had by this time
reason they changed. This was bad for me become very secretive about what they were
because the shaft for the blower broke after doing, desperate to protect the Championship.
only one lap and the blower seized and I was Ferrari had six cars in the entry, all 375s, but
out. I rem em ber that the crowd was sympa­ one did not appear and Chico Landi was too
thetic to me. The car was very highly tuned, slow and did not start, although, oddly, he was
a little m ore than the one I drove in the prac­ not the slowest qualifier. Fangio and Farina led
tice, and it must have had the most power that the qualifying, ahead of Ascari, Gonzales,
they developed from that engine. Villoresi and Taruffi, before the Alfetta of
A mechanic p u ts ou t a fire in S an esi’s
car at tesin gfor the 1 9 5 1 Italian
G ran d P rix. (N ation al M otor
M useum )

Felice B on etto’s car a t M o n z a fo r the

Italian G ran d P rix. (Biscaretti
M useum )

160
In practice fo r the G ran Prem ia
D ’Italia a t M o n z a on 1 6 Septem ber
1 9 5 1 : Fangio (3 8 ) leads Farina (34),
A scari in the Ferrari (2), G o n za les in
the Ferrari (6) and G u id o tti in
B on etto’s car (4 0 ). (Publifoto)

Bonetto, Parnells BRM and then de GrafFen-

ried.
Whatever the car-switching machinations
before the start, Fangio led Ascari, who then
led a few laps before Fangio took over again.
He then had a tyre burst as he was coming into
his pit. Farina had stopped on lap 6 with what
was described as an ‘oil problem’. With Alfa
Romeo this was sometimes a euphemism for
a huge hole in the block where all the oil had
leaked out, although the exact nature of this
problem was not clear. Farina sat and waited
until Bonetto’s stop so he could replace him.
De Graffenried was out. Fangio was catching
the leaders from fifth after his stop, but the
engine was misfiring and he retired on lap 39
with a broken piston. While Ascari led, Farina
drove well trying to catch Gonzales but had to Farina practises in B on etto’s car at M o n za . (Publifoto)
make another stop, so he finished behind the
two Ferraris, with Villoresi next.
Fangio retired fro m the G ran Prem ia
D ’Italia; F arin a’s car broke, so he took
over B o n etto ’s an d m anaged third, but
the Ferraris h ad w on again. (Publifoto)
 A single 15 9 was sen t to G oodw ood
for the G oodw ood Trophy on 2 9
Septem ber 1 9 5 1 , which Farina won
fairly easily. (Jim Stokes)

Fangio (1992) went into some detail in Alfa Corse to send a car for Farina to race in
describing how there were concerns that the the Goodwood Trophy event at Goodwood
Alfettas had been tampered with. He says that a on 29 September. While the car was listed as
number of people were ‘thrown out’of Portello a 159, that information came from the chassis
after Monza, and that the fuel filter was not plate and it was a revised 1950 158, one of the
right in his car, that Bonetto’s fuel tank was cars not being fettled for the final event.
damaged, and that there were refuelling prob­ While this race went down in history as a
lems. This would lead to an interesting strategy fairly easy win for Farina, over the Thin Wall
for the Spanish race. After Monza, Fangio had Special of Reg Parnell (and with Stirling
only a two-point lead over Ascari and would be Moss in fifth in an HWM), it should be noted
required to drop some points, so whoever won that Farina also took part in a five-lap handi­
in Spain would be 1951 World Champion. cap race which he won from the back of the
With a month to go to the final Champi­ grid, adding another victory to the Alfetta
onship race, in Spain, the BARC persuaded total.
Farina a t G oodw ood after the Trophy
race.

162
 1951: The Final Chapter
The Final Race and the and Farina, with Villoresi, de Graffenried,
Championship Taruffi and Bonetto next. Fangio (1992)
When the cars arrived for the Spanish Grand recalls that his car was ‘camouflaged’ for the
Prix at the Pedralbes circuit on the streets of race by fitting two side fuel tanks, making it
suburban Barcelona on 28 October, there unnecessary to stop for fuel —or at least this
were the five Ferraris, including Peter White- seems to be what Alfa Corse wanted Fangio to
head s private 375 and four 159s, with the believe, assuming that he might reveal any
three de Dion cars for Fangio, Farina and strategy to his friend Gonzales. Just before the
Bonetto. Again, there was an ‘older’ 159 for de start Colombo came up to Fangio and said he
Graffenried, as Sanesi had still not recovered would have to make a stop, and it seems
from his Monza testing burns. Ferrari had Fangio already knew they could not go the
decided to run their cars on 16in tyres, some distance on that circuit with its high speeds.
say to get a higher top speed on the long, long The idea had been to get Ferrari to chase hard
straight, although Taruffi later said it was from the outset. Fangio knew that Colombo
because the Scuderia thought the half-shafts had done a lot of work on his car, including
would not be able to take the pounding from putting in a foot-level air duct, which was not
the rough roads with 17in wheels. It turned for the feet but an additional ducting for the
out to be a fatal error for Ferrari. blowers. He was instructed not to use this at
Ascari was on pole, from Fangio, Gonzales the beginning as there would be too much

S atta (left) was at the Spanish G rand P rix at Pedralbes on 2 8 O ctober 1 9 5 1 to witness Fangio clinch the W orld C ham pionship, his
first o f five. (A lfa R om eo Storico)

163
1951: The Final Chapter
dust about, and it came into play about lap 10. had an engine misfire, which dropped him
It would also appear that Fangio set his quali­ behind Ascari.
fying time in the swing-axle car with older- De Graffenried described his race and the
shape bodywork, and perhaps this was also events afterwards in a recent interview:
designed to keep Ferrari guessing.
Ascari did indeed charge in the early stages, I was going well in the race until I had a water
and Fangio realized that the Ferraris were leak and that caused me to stop three or four
throwing chunks of tyre tread. He set his mind times, and I managed to finish the race. I was
to drive smoothly, pulling into the lead, and unlucky because I should have finished m uch
not sliding around the corners. He recalls not higher if I didn’t have that problem. T he car
having to change tyres when he made his fuel was going very well and I was enjoying it on
stop, and that must have been humiliating for that circuit. O f course, everyone was very
Ferrari. Ascari dropped back and his car was happy after the race, especially G uidotti. We
eventually fitted with 17in wheels. Gonzales all went to a dinner and congratulated each
had the same treatment, but earlier, which other. In those days, Formula 1 was a big
allowed him to finish second to Fangio, nearly family, and we were all friends.
a minute behind. Farina was third and Bonetto

Fangio m akes a p it stop at the Spanish G rand P rix. (Alfa R om eo Storico)

164
 1951: The Final Chapter

T he end o f the Spanish G ran d P rix and the career o f the A lfetta 1 5 8 /1 5 9 . (Alfa R om eo Storico)

Fangio finished on thirty-seven Champi­ being the same basic car over a fourteen-year
onship points and had to drop six for a net total period. It had won its first race as a voiturette
of thirty-one, six ahead of Ascaris final net in 1938 and its last race as a full Grand Prix car
twenty-five, with Gonzales one behind, and in 1951. In the period from 1947 to 1951 there
Farina in fourth on nineteen, and perhaps not were ninety-nine separate entries in thirty-five
quite the force he had been the year before. races, and the Alfetta won all but four, with
Bonetto, Fagioli, Sanesi and de Graffenried thirty-one wins, nineteen second places and
had all also scored points as Alfetta drivers in fifteen third places. The Alfetta set the fastest
1951. lap in twenty-three races and had only twenty-
eight retirements. They completed 18,153
An Unmatched Record racing miles (29,208km) under Formula 1 reg­
ulations which meant 6,800 miles (10,941km)
The Alfetta had amassed an unmatched record per car for an overall reliability factor of 81 per
of victories in the races in which it was cent (Ludvigsen, 2001, p.67).
entered; no other team had won all the races in A number of 158s and 159s have survived
a single year and the Alfetta did it several times. (see Appendix II), though Venables (2000) says
Pomeroy considered it the most successful some were scrapped, and has a photo of half a
Grand Prix car of all time on the basis of it chassis. This does not say what happened to
165
1951: The Final Chapter

the engines, for example, some of which went

into record-setting powerboats, and still
survive. At least one was used in an aero­
engine project. In fact, if only nine were orig­
inally built, they all seem to have survived.
Technical Specifications —the Late 159M
Cylinders 8
Bore and stroke 58 X 70mm
Stroke/bore ratio 1.21
Piston area 32.8sq in (212sq cm)
Capacity 1480cc
Supercharged Twin-stage
Power 425bhp @ 93,00rpm
Piston speed 3,888ft/min
Valves no. and ang]e 2 @ 90 degrees
Horsepower per litre 282
Gears 4
Wheelbase 98.6in (2,504 mm)
Track Front 50in (1,270mm)
Rear 52in (1,321mm)
Front suspension Trailing arms
Rear suspension de Dion axle and transverse
leaf spring
Frontal area 11.5sq ft (1.07sq m)
Laden weight 21.5cwt (1,092kg)
H ollyw o od actor Tyrone P ow er visits A lfa R om eo an d tries the Fuel capacity 65 gallons (2821tr)
1 5 9 . Sanesi is in the background. (A lfa R om eo Storico) Maximum speed 192mph (309km/h)
Tyres 5.50 X 17 or 5.50 X 18 front
7.00 X 18 or 7.00 X 19 rear

166
8 Last Days of Alfa Corse

Alfa Romeo had more or less decided earlier

in 1951 that they would retire from racing if
they won the Championship. Borgeson (1965)
was aware of the points Colombo had made to
the management about what would have to be
done to stay competitive for another year. The
159 was now 5751b (261kg) heavier than the
original 158, and, although the power had
doubled to over 425bhp, and was even record­
ing 450bhp in final tests, the blowers absorbed
a huge portion of this. Handling was getting
worse and tyre wear was increasing. Colombo
had worked out that it had taken ten years and
200bhp to reduce the lap time at Monza by
only six seconds. Colombo thus produced a
proposed redesign, which would reduce the
weight and the power, and the fuel capacity. In
1951 Alfa Romeo had received a government
grant for racing of 100 million lira, but the cost
for five new cars and expenses for 1952 was put
at five times this amount. The grant was turned
down and, although Colombo had designs for ‘N in o ’ Farina at home, (de Graffenried C ollection)
a 2.5-litre engine, the decision was made to
retire.
In spite of the teams attentions being the car. He did some laps in the car and
turned elsewhere, such as long-distance recorded a reasonable time, without trying
sports-car racing, the Alfettas were not quite very hard. Moss did not like the brakes very
finished. Stirling Moss had just one ‘close much but thought the roadholding was ‘good
encounter’ with the Alfetta, which has been and steady’, and made him aware of how heavy
reported in some of the accounts of Moss’s life the BRM was (although the BRM had good
and career. Moss was testing the BRM at disc brakes). Guidotti then invited Moss to tea
Monza on 6 October 1951, and Guidotti was at Como the next day and asked him to drive
there with the Alfetta, in preparation for the for the team the following season, offering
Spanish race. When Moss went over to watch Moss an Alfa Romeo 1900 Sport if he agreed
Fangio practise, team manager Guidotti (Raymond, 1953, p. 117). Burke’s account also
offered the British driver the chance to drive has Guidotti taking Moss to lunch at the
167
Last Days of Alfa Corse
Italian Grand Prix and discussing Moss having considered one of the best drivers of all time,
a drive in the Alfetta. (The timing is interest­ if not the very best. He remained a great
ing, of course, because it is an indication that ambassador for motor racing until his death in
Guidotti at least thought there would be 1995. Farina also drove for four more seasons,
racing the following year.) Moss turned down retiring in 1955; he was killed in a road acci­
the offer and went in other directions. If there dent in 1966 in a Lotus-Cortina. Luigi Fagioli
is a photograph of that test session at Monza, crashed a Lancia Aurelia at Monaco in 1952,
it is probably the rarest photo in motor racing. and although his injuries had not seemed
When it became clear to the rest of the serious, he died of complications a few weeks
world, early in 1952, that Alfa Corse was truly later. Felice Bonetto was winning the Mille
gone from the Grand Prix scene, leaving Miglia and Carrera Panamericana for Lancia,
Ferrari as the only real force, it had a huge and then was killed in the 1954 race in Mexico
impact. By April, most race organizers had when his Lancia crashed. Gioacchino
decided that they would run their Grand Prix Colombo worked for Maserati, even having a
races to Formula 2 regulations, as there were hand in the 250F, and also in the Bugatti rear-
now many serious and quick cars for this cat­ engine car, and for MV Agusta before his
egory, and the World Championship in 1952 death in 1987. De Graffenried and Pietsch
and 1953 therefore ran to these rules. both still maintain an interest in motor racing.
Consalvo Sanesi finally retired in 1967,
The Great Drivers after several more big crashes. He remained an
Alfa enthusiast and was an accessible man for
There are many things that could be said about people who wanted to talk about racing
drivers such as Fangio, who went on to win history. He died just a few years ago, well into
four more World Championships and became his eighties.

Fangio back in the 1 5 9

fo r a film about his
career, m ade in the early
1 97 0s. A u gu sto Z an ardi
(left) is still looking after
the car. (A lfa R om eo
Storico)

168
9 One Man’s Dream

Mike Sparken’s Alfetta they are dated January 25, 1936, and they are
Early in 2004, I arranged to visit Michel Pod- complete specification sheets for the car and
berejsky, better known under his pseudonym for the engine, and if they were dated early in
of ‘Mike Sparken’ for personal and business 1936, they would have been done in 1935.
reasons while racing for Gordini in single- T he original car, w hich changed a lot after
seaters and then his own Ferrari sports cars. that, is there in the drawings before it ever
Paris-born Frenchman Podberejsky was existed. H e had a great design already, one of
seventh in the British Grand Prix at Aintree in the greatest designs ever as it turned out, and
1955 and co-drove at Le Mans in 1955 with I believe he would have suggested this to
Masten Gregory. Standing at the corner past Ferrari w ho knew the 3-litre cars could not
the pits at the 1951 Italian Grand Prix, he beat the Germans. T he drawings dated from
recalls being impressed by the boom of the 1937 have the Ferrari stamp on the back and
Alfettas 8-cylinder engine. (Motor Sports these were the drawings used once the
Continental Correspondent Denis Jenkinson project was under way in 1937. Some o f the
was also at the race and later wrote that, 1937 drawings are by Colom bo himself and
although he did not realize at the time that some by Nasi, but all the im portant drawings
‘Mike Sparken’ was there, he felt they had a are by Colom bo, w ith his name or his initials
similar response to the car.) It was at that on them. I have a blueprint o f a driveshaft by
Grand Prix that the young car enthusiast Colom bo dated 1936, and on the back is a
decided to pursue a dream to have an Alfetta. drawing o f the early car, so the idea o f what
More than fifty years later, the author and the car would look like existed in 1936.
photographer Peter Collins were sitting in But I became interested in all these parts o f
Sparken’s home in St Jean Cap Ferrât, in the the story after my first experience. In 1946,
south of France. Sparken had laid out his as a student, I w ent to see the Grand Prix des
large collection of material regarding the Nations in Geneva, and I saw the Alfettas
Alfettas in general, and the car he had owned w ith Wimille, Varzi, Farina and Trossi. I saw
in particular, going through numerous orig­ them race and it left a mark on me, the noise
inal Gioacchino Colombo drawings that had they made stuck w ith me for ever as if it was
been given to him by Colombo’s daughter: som ething invincible. T hen I started racing
in sports cars and Formula 1, but I always
I always believed that the story that Enzo thought back to these Alfettas, w hich I
Ferrari came up w ith the voiturette was not thought were more beautiful and faster than
entirely accurate and that Colom bo, w ho the cars I was driving . . . they had so much
already had a good design in his pocket, sug­ more power down the straight. W hen I
gested to Ferrari that this was what he should started collecting cars, people asked me why
ask for. After all, if you look at the drawings, I didn’t have a racing car, because I had raced,
169
One M an’s Dream

M ik e Sparken, w ho fo u n d the
1 5 8 /1 5 9 , in 2 0 0 4 . (Peter C ollins)

and my reply was always that there was only came to the factory. T he Shah o f Persia was
one car, and I couldn’t have it so I w ouldn’t in the museum w ith his nose in a blower and
have any. But in the end I managed to get it. he said he wanted one. G uidotti said he
It is the only single-seater I have ever owned couldn’t have one and told the Shah, ‘Think
and the only one I ever wanted. To me it was how lucky I am, I have them all.’
the greatest car ever, and it still is. We thought it would be impossible but
I pursued the car for many years w hen I one day I thought I m ight as well try. The
had a hint o f an idea that there might be one way it started was w ith the Fusi book, and the
car m ore than was on display in museums. I last page is the list o f special cars. It says there
eventually got to visit the ‘crypt’ at Portello were so many cars built and so many left. If
w ith Guidotti, w ho was my very good friend you look at the 158, it says ‘twelve built and
by then. There was such an atmosphere in three exist’. In those days I accepted that
that place which they had used for storage, three existed. There was the obvious one —
and it was one o f the cleaner buildings, as chassis 005 — w hich is at Arese, and there is
some o f the others had been demolished and the one at the Biscaretti M useum in Turin,
others were in a bad state. I went into this and I thought, ‘W here is the third one?’ T he
large room w ith Guidotti and Antonio third one must be at Portello, so I said to
Magro, and there were all these engines Guidotti that Fusi had w ritten three, and I
everywhere —V-12s and 16s —and large boxes can only see two, the others are 159s, or so-
o f files and records. There were no interest­ called 159s. H e said he didn’t know, and I
ing cars in this first room, but mountains of asked if he could think o f any explanation
spares . . . final drive ratios. and he said he would ask Bonini w ho was
Getting into those rooms was a long way responsible for ‘heritage’ in that period.
into the story. In the beginning I didn’t try to Bonini couldn’t remember, so Guidotti and I
get a car because I didn’t think it would be w ent to see Fusi at his flat. H e was pretty deaf
possible, so I just became friends with and I was screaming away, ‘H O W M A N Y
Guidotti. I eventually told him that it had CARS WEITE BUILT?’ And he would say,
been my dream to find one o f the cars. He ‘Ah, the independent suspension, yes.’! It
said that was the dream o f many people w ho went on like that and it drove me insane, but
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his memory was not good and he was trying identifying an individual car. This car has the
to be helpful. Finally, I got the book out and Tipo 158 identification on the lower chassis
said, ‘You say three 158s . . . tre', and he said, rail, in the front behind the suspension.
‘Oh, si, si, si’, and I asked where the third one Guidotti explained to me that they had so
was. Guidotti translated, Dove la terza?’, and many customs carnets, perhaps three or four
Fusi suddenly registered and said, ‘Oh, that, and maybe they had six cars, they didn’t have
its at Portello.’ And I thought, ‘Ah, if ever one for each car. Whenever the car was going
there is going to be one that comes out, it’s out of the country to race, if they didn’t have
there.’ a carnet for that car, they would change the
It seemed he knew it was at Portello, and chassis plate. I am not aware that they ever
he said it was in very poor condition and I kept a record of who drove which particular
thought, ‘Wonderful . . . it will be so tatty car.
that they would throw it away.’ It was tatty Anyway, eventually we were invited to go
and in pretty bad condition, in appearance to Portello. Bruno Bonini unlocked a big
anyway, but it was there. I began to think of gate at the warehouse and we went to what
how we could do an exchange, because there was called the ‘crypt’. This was a large room
was never a question of money. The museum that felt like an old abandoned church, with
side of the factory never wanted to hear some rows of more modern cars. There in
about money coming in or out. We offered the row was the Alfetta, with the nose and tail
the 1938 2900 Le Mans Coupe that I had by intact. I was surprised at how complete the
then and it went on for a year or a year and a car was. Some of the panels were missing and
half with no replies. the dash with the instruments, and the seat.
So one day I talked to Guidotti and he had But it was clearly a 1951-specification car
gone to see the car at Portello. I aksed him if with non-de Dion rear. The shelves behind
he had seen it, and he said, ‘Oh, yes, I’ve seen the car were full of 158 and 159 spares. There
it, it’s in very bad condition and you must tell was some surface rust on the axles, and the
them to restore it before you do your swap.’ I rear fuel tank was near by, and the car was on
asked him what the chassis number was and the wrong wheels. The missing parts had
he said, ‘I don’t know . . . who cares?’He told been used on some of the museum cars but
me that when the cars came back from races there were lots of spares. Of the spares that
to Portello when they were racing, the engine existed, there were dozens of each, but back
was taken out of the chassis, the chassis was axles, gearbox casings and blocks were
restored in one corner of the workshop, the missing.
brakes were done, the gearbox, the axle . . . We kept a steady contact with Alfa Romeo
and the engine was taken to the engine over a long time after we had seen the car. We
department and taken apart and restored. The often didn’t get a response from them for
procedure was that the first engine that was months. They were trying to sell themselves
ready and the first chassis that was finished to Ford and then to FIAT and they didn’t
were put together. It was like taking all the know what was going to happen. I took the
parts and putting them in a big salad bowl and Le Mans Coupe to the concours at Villa d’Este
stirring it up, and then putting the five or six with a Bugatti and I had planned to drive the
cars back together. Guidotti said that was how Alfa to Arese, which I organized with Magro
it happened. When I asked him who drove who helped to look after me. I took the car
this car, he said he thought Fangio probably to Arese and parked it in front of the build­
drove ‘lots of parts of this car’. It shows the ing. I found out that the new administrator,
difficulty in making a connection between a Signor Tralamontana, was in place, somebody
car and the drivers or the races, and even in with new ideas who might think differently
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about keeping all the cars. He came out and Fangio. Essentially that was psychological
looked at the car and thought it was very nice warfare and almost nothing more.
and interesting and Signora Cattaneo, who One of the interesting questions has always
had been looking after my interests in corre­ been, ‘How many cars were built?’The usual
spondence with Alfa Romeo, suddenly said answer, according to Fusi, is twelve —six in
to him, ‘You know he’s offering this car for a 1938 and six in 1940 —and three exist. This
158 we have in Portello?’ He didn’t know is the number of 158s. Looking at one of the
what a 158 was, and she told him, ‘It’s an old Colombo chassis blueprints, dated 21 August
racing car.’ He told her to look into it. 1937, you can see by examining the chassis
Nothing happened at all for months and cross-member that everything about it is
months and apparently one day she asked wrong, compared to the later chassis, the
him, ‘What is happening about the offer?’He chassis which was actually built in 1938.
had forgotten but he suddenly said, ‘Yes, OK, There was no cross-member for the engine,
if he wants an old racing car, we can do that.’ and it does not resemble the later chassis, and
So, one day years after I had started this, yet this would appear to be the blueprint for
Signora Cattaneo telephoned me and said, the first chassis which was built. My feeling,
‘The deal is on.’ Well, I just couldn’t believe and it is only a feeling, but it is based on a
it. I had the Le Mans Coupe, although I number of facts, is that they built four chassis
hadn’t bought it specifically to try and make to this first blueprint in 1937/1938 and they
an exchange, because I didn’t believe it could were unsatisfactory, and right away they built
happen, but it was in the back of my mind. I another batch of four. What I refer to as the
thought they might swap something for it. I later chassis is the 158 as it first raced in 1938.
knew they rebuilt a 159, which went to These were the same as the 158 which exists
Fangio’s museum for some months. That had in the museum at Arese, 005, it’s always the
a new body on it, and I thought they might same chassis, and the 159 had the added
see that as an extra car and we could do welded tubes.
something with that. At least it cleared up I think they built that first batch of four,
that there were three 158s and two 159s, both which they saw were not good, and built the
of which belong to the museum, and one of second batch, which were numbered 5, 6, 7
those, which I refer to as Arese 4, had a new and 8. Then they built a last batch of four.
body in December 1986 . . . chassis 159.112. Fusi says they built six but I believe that to be
That’s the one that Fangio actually wanted wrong. In Ferraris own writings, and in his
and they lent it to him for a while for his book, he says that when they moved back to
museum. The Fangio car - of course, he Portello from Modena they brought the parts
didn’t drive only one car, but I mean the car that had been prepared to make four cars, so
they refer to as the Championship car - was I think that is the last batch of four cars. If you
159.111 and I believe that that was ‘con­ think of eight definitive cars being built, not
verted’ into 159.112. Then there is the car including the first unsatisfactory ones, you
that is on display without a body and often can then do a bit of mathematical work.
goes on exhibition —159.109. As it happens Three disappeared with Villoresi, Aldrighetti
the car in the Biscaretti Museum is a 158, but and Marinoni, and I am sure they were
it carries a similar chassis numbering as the destroyed, and that leaves five. We have an
bare-chassis car . . . 158.109. I have confir­ article written by Colombo which says five
mation, which I got myself from the factory, cars returned from hiding, in the cheese
that all the cars that were entered in 1951 factory, or wherever they were hidden, after
were called 159s. From Monza 1950 the war, so that does fit. Guidotti also told me
onwards, Farina had one, and possibly that there were problems with the very first
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cars, and even the later chassis were not 100 When people ask me the question about the
per cent rigid. difference between the 158 and the 159,1say
When you come to the 159s, you read in it’s the engine, but I know that there are lots
Fusi that four 159s were built, but I have seen of views on this.
documentation that shows they were just The other problem with chassis number
transformed 158s. They raced 158s with the records is that if there was a chassis number
swing axle but with a new body on it, and associated with a particular driver or race, it
Farina won at Spa in 1951, and it still has a might have been true for that particular race,
swing axle. It looks like a 159 in so far as what but not for any other. This is true in relation
the later bodies looked like, but it is a 158 re­ to the 159s where the plates were changed.
bodied. It proves you can’t develop some­ There does not seem to be reference to the
thing any more than it has been developed. numbers stamped on any of the 158 chassis.
They needed more fuel so that they could last What I do know about my car is that the
longer than the Ferraris, so they had to add crankshaft that came out the engine that is
more tanks. Then they had to make a new now in the car was in the car in which Fangio
body and made it so they could put in even won the Spanish Grand Prix in 1951. We
more tanks. Then the car was undriveable know from Guidotti s notes that there were
because they had up to 332 litres of fuel. So two small cracks on that crankshaft, which
then they thought of adding stiffening, and was numbered 221, although it had come out
then came the de Dion to make it handle. In of engine number 227. We used a new crank­
the end they drove it with the de Dion but shaft when we rebuilt the engine. When we
with much less fuel in it. It was one of those had first seen the car, we thought if we ever
things where they tried to stretch further had it, it would have the engine that was in it
than was possible. It is possible that there at the time. When it finally came to collect­
might have been two chassis built new in ing it, Antonio Magro revealed a complete
1951 that were called 159s but they weren’t spare engine, number 227.
the only ones called 159. Looking at the machining drawings of the
When it comes to the car we found at engines reveals another complication on their
Portello, I really can’t say when this was built. identity. Some of these are titled 158/159,
It could have been built in 1950, or it could with an original date of 1937 on them, and
have been built in 1938/39. When I first saw the addition of the words ‘up-dated to 1951’.
the storage place at Portello, I saw they had This particular drawing is of the final engine
masses of spares, and I said to Guidotti, ‘You block, which is hardly changed from the orig­
have lots of spares but no spare chassis.’ He inal. An early drawing of the clutch is labelled
said they did have spare chassis hanging on a ‘vetture 158/1947-1948 - 158/66’, dated
wall when they were racing. If a chassis was 17/3/47, and it is the same as the clutch
bent or damaged when they took it apart and drawing dated 1937. This particular drawing
were changing an engine or gearbox, they was given to me by Fusi. We were talking
might also have changed a chassis. That infor­ about the early drawings and he was saying he
mation came directly from Guidotti. We was about to give his collection of drawings
don’t know if these chassis had been stamped, back to Alfa, but he was worried as he saw
or stamped when they were first used. In fact, giving them to Alfa was like their being lost.
the engine was more important than the That was when his wife said to give me some
chassis. In the 159, the number referred to of the drawings. I have some drawings of
the engine. That is why the old cars with the brake drums for the 159 dated 1951, and
swing axle were called 159s because they had these are different from early ones. However,
what they decided was now the 159 engine. the 159 is written over the original 158 and
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M ik e Sparken tests the 1 5 8 /1 5 9 fo r the first tim e at C hobham . (M ike Sparken C ollection)

the updating is fairly minimal. O n several of with the relief valves. They were set at 501b.
the updated drawings that originate in 1937, And there was more boost pressure than that.
where the 158 has been changed to a 159, this I thought it had gone ‘bang’but it was just the
indicates that many components never had a relief valves. This was w hen we had it on
full redesign but rather m inor modifications. Terry Hoyle’s dyno and we stopped at
There were changes on the blowers, not just 7,700rpm because beyond that there was too
the change from single to two-stage, but also m uch boost pressure for the setting on those
other revisions. W hen I looked at the spares, valves, which Jim Stokes then changed and
I thought I should take some o f the spare put stronger springs in. But it makes you
blower parts, and Guidotti said to make sure wonder why they went above 9,000 w hen
I only took the ones which fitted because you didn’t have to. We didn’t think there
there had been changes. Certain blower parts would be that m uch pressure. At 7,700rpm
were never used because it was found that we got 3.2 bars, 3.19 bars to be precise,
they didn’t fit the changes to the manifold. which was incredible for R oots blowers in
W hen we got the car back to London, Jim 1951. We think it would have got to 3.5 bars,
Stokes dismantled it, and fitted the spare 227 because they are the same blowers as on the
engine into the chassis so it could go off to R icart 512. We thought that if we had gone
Paul Grist to have the body done, while Jim to 8,600rpm, we would have 403bhp fairly
rebuilt the other engine. W hen we had easily. I have seen some o f G uidotti’s paper
rebuilt ‘our’ engine, we had it on the dyno, work which indicates that the drivers were
and we got the same power curve Fusi has in not happy to reach 9,000rpm but were happy
his book on page 465. That was the curve for at about 8,500rpm. Before that, they were
the 159 engine, w hich was the engine in the happy at 8,000rpm , because they were totally
car. We had to stop because we had a problem safe but w hen they needed to pull everything
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they could out of that engine and car, they every other day, in the morning, and it was
took them to 8,500rpm. And occasionally the first glance that counted. I would look at
8,600 and 8,700 and they could go to 9,000, it and look at it and then say it was OK. It was
but never beyond that. very funny, one day I walked in and walked
The car is easy to drive when you are using around and walked around and didn’t say
the engine at a reasonable level, and you don’t anything, and Paul asked, ‘What’s the
even have to change gears. We know that matter?’ I said, ‘Nothing. I can’t find any­
Fangio won Bari with a broken gearbox and thing!’ It was keeping in mind that the cars
only used top gear, but what few people themselves changed over the races with little
know is that, at Silverstone, they used third things being modified, and using all the pho­
and fourth gear normally. In Guidotti s doc­ tographs and then picking the best character­
uments is the information that Fangio tried istics. It probably most closely resembles a car
doing laps there without changing gear, and which Farina was driving at Silverstone at the
was one second quicker because he didn’t British Grand Prix in 1950. Even things that
waste time changing gear. With the gearbox might look wrong on my car were done
of that time, they took longer to change gear deliberately, and were not necessarily the
than they do now, and what he lost on accel­ same on other cars. The tail on the car was
eration, he made up in time saved. When we the one Fusi had made, which had been
first had the car, the gears weren’t quite right moulded in fibreglass. He took it off 005. I
and it was jumping out of second. The don’t know whether they were thinking of
factory did it over with new shafts, and gave making another car, but that fibreglass tail
me a set of different gears as well. But the came with the car and we used that as the
gearbox is very nice, and they would have mould and hammered over it to make an
used a different set of ratios for circuits like exact copy. We used it as a pattern but
Monaco to still be able to use all the torque. destroyed it in using it. On the other hand,
The body parts that we had with the car the front cowl was there.
were a tail and a cowl but that was not much. Eventually, the car was complete and we
When we were trying to decide how to build just had a chance to run it for the first time at
a complete body, I first discovered that there Chobham test track before being invited by
were no two cars alike. I did my research on Alfa Romeo to go to a reunion at Monza. I
the basis of about 300 photographs, and we drove it for the first time at Chobham and it
used the 158 in the Biscaretti as the basic was a great thrill but I realized it was a gen­
model. But when we had it almost done, I tleman’s car; it was easy to drive and very well
realized the body line was wrong and we did behaved. We then went for an emotional trip
it again, which cost a fortune but we lowered to Monza where de Graffenried and Luigi
a key body line by 1cm, and then it was right. Villoresi joined, as did Guidotti, and I drove
Because we were applying calculations from it around Monza for several laps. That was a
one car to another, there were mistakes, and very special time as the dream had come true.
that meant we got this key line wrong. And
that was because no two cars were the same! The Mechanical Restoration o f the
When we did the grille, there were pieces 158/159
that didn’t look right, so Terry at Jim Stokes
made some of the small pieces and they Jim Stokes, now principal ofjim Stokes Work­
looked perfect. Paul Grist thought it was very shops, considers the 158/159 and the Lancia
hard work, but we re-did the tail in alu­ D50 the two best-engineered racing cars he
minium. It has a very difficult line and it was has ever come across. He not only did the
very difficult to do. At Paul’s, I used to go mechanical restoration on Mike Sparken s car
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but also went to Italy with him when it was negotiations, and Guidotti was there. I was
finally ready to leave Alfa Romeo, and then just there on the technical side, but the deal
looked after it for several years. was done. Hands were shaken and we walked
out of the factory and I can remember that,
I had done Mike Sparken’s 2.3-litre 8C all the way to the airport, Mike was sitting in
engine for him some time before he the back of the taxi saying, ‘I can’t believe
approached me and asked if I was interested we’ve done it, I can’t believe we’ve done it.’
in getting involved in restoring a 158 Alfa. It It all arrived back in England fairly shortly
was something I did not know that much after that and I went up and collected it and
about at the time, so I had to do some brought it back to my workshop. I went right
research. When the time was getting closer to through the vehicle, and the first thing was to
exchange the Le Mans Coupe for the 158 restore the chassis. I had the spare engine and
with Alfa Romeo, he asked me to go Italy the transaxle, and started to make modifica­
with him, so we flew over and went to tions like putting in a new clutch. When we
Portello where the old cars were still being had the basics done it went off to Paul Grist
stored. We went into this incredible vault, the to have the bodywork finished.
‘crypt’, with all the racking with the spares One thing we didn’t have at the time was
on one side and on the other side all these the ‘elephant trunk’ air intake from the later
odd-shaped vehicles under covers. What they engine so Mike got in touch with a local
did was just walk down and pull the cover off pattern shop that worked with the museum
and there was, for all intents and purposes, and they allowed us to have the information
most of a 158 Alfa, with a nose, tail, chassis, and the original wooden mould to make the
as well as an engine, transaxle and all the ‘elephant trunk’. The whole thing was a phe­
other bits and pieces in it, some of them in a nomenal project, and I remember after we
dilapidated state. had dynoed the engine at Terry Hoyle’s in
Mike asked me to check over what we Essex, I read an article in Motor Sport by Denis
were looking at, and I pulled a cam cover off Jenkinson, which was entitled ‘Vans’. It was
the engine that was in the car, to discover that basically about how you do not realize what
the blocks were either pre-production or had is going round the M25 motorway in the
been made by apprentices after the cars had back of a van, because he had come over to
stopped racing. It was obvious that the blocks Terry Hoyle’s to have a look at the engine
would need a huge amount doing to them to when it was on the dyno. That was the first
make them work. So Mike just said this to the time I met Denis Jenkinson, but the engine
curator, Magro, and he said, ‘OK’, and took wasn’t running that particular day. It was an
the cover off another object, saying, ‘You had incredible project to do, and I made myself ill
better take this one as well!’ It was a spare doing it. The last three months I did the
engine on a stand, the same stands as they equivalent of thirteen and a half hours every
used in the museum. It was pretty much a day. We had to get it ready to go to Monza
complete spare engine, which I had a look at for September 1989. Alfa Romeo wanted to
and could say that it was original kit. It had have the car there. We had managed to test it,
numbers on most of the parts and the engine but that was the first time it was seen in
itself had number 227. We collected together public, with Guidotti and de Graffenried, on
the car, the spare engine, and the bits and a very special occasion. The following week
pieces and the next time I saw it was outside it was taken to Clermont Ferrand, and
Mike’s mews garage in London. Fangio was there with his brother and I was
After we had seen the car in Italy, we went introduced to him. Fangio said the car looked
back to the factory and I was sitting in on the absolutely incredible, far better than it had
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been in his day. It was just the most amazing Sparken’s car is a 158 with a 159-spec engine,
car to be involved with. without the de Dion rear and without the
I think the 158 was Italian engineering at additional geodetic tubular framework,
its absolute best. It was quite interesting which they added a little higher up to give a
where they had gone on to hydraulic bit more chassis stiffness. That was one of the
dampers but they hadn’t quite got past the other tweaks they did with the 159, but the
friction dampers as a back-up, so the car had original concept with the swing axle was
both. They were obviously using new tech­ related back to the amount of fuel they had
nology but they wanted to make sure that to carry and the fact that you would end up
there was something of the old technology with a huge amount of negative camber.
still there, which they totally understood. There was evidence on this car of different
They had made the front-axle tube, which kinds of tanks being used. It had saddle tanks,
was stamped with the different castor angles, one oil and one fuel, so that there was prob­
in a particular way, so for Monaco or Monza ably 10—12 gallons (44—521tr) on the right-
they would have different front-axle tubes, hand side of the car, and the tail tank to run
then re-bolt the ends of the suspension units the rest. The tanks that we had were original
on to the axle tube, which would alter the tanks and they had original writing on them,
castor angle. The engine design itself and the handwritten that they had been pressure-
way that it was worked out were in my view tested. The tanks that we had fitted perfectly
absolutely beautiful. without any modifications.
The engine I rebuilt was the engine and I think, from looking at this car when it
the crankcase that were in the car, but we arrived, from the state of it, with that bulk­
replaced it with the cylinder block from the head missing, everything on that frame sug­
spare engine that came with it. That was gested to me that it was a proper race car that
number 227, a 159 engine, and a pretty late had been used. I agree with the view that,
one. The engine when we got it was more or when you look at 1951 photographs, that car
less complete, but for some reason the fire­ is in one of those photos, but you just don’t
wall bulkhead was missing. It was there, but know which one it is. The rest of the spare
it was off the car, so we had to re-attach it. engine was later built up into a complete,
For what particular reason that had been empty exhibition engine and that was sold to
removed from chassis 007, I don’t know. All Parabolica Motorsport and then I believe it
the pick-up points were there, everything was sold back to a well-known collector in
else was right, with the chassis number the UK who still has it. We rebuilt it to look
stamped on it, but this forward bulkhead had like a ready-to-run engine, complete with
been missing. Whether they had been exper­ the magneto wires, and it still has the origi­
imenting, thinking about turning things nal wooden plugs that were in the pipe work
around, changing body design, I don’t know. that came with it. It is still on exactly the
This incident doesn’t add anything specific to same stand as it came with. I was asked if we
identifying the car. could make that engine work and I said it
Only one race was won by a true 159, and would be possible; it would be costly, but it
the others by 158s. The 158 had a single could be made to run.
exhaust, and forward-pointing ‘elephant The engines were an amazing piece of
trunk’ induction, not rearward-pointing, work. As I understand it, they had a life of
which took the air from the cockpit areas. five hours and a fresh engine would go in to
The biggest thing was that the 159 had the de do a Grand Prix. They would strip the
Dion rear end, not the swing axle. This engine out after a race, and rebuild the car to
wasn’t always consistent or understood. Mike suit whatever the next circuit was they were
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going to. Then the engine would go back in, like a Gestetner specification sheet of a ‘158
and they would designate a car as the muletto Alfa Romeo car’. It had the engine’s specs
and practise with that, and then put a fresh and worked through the design of the
engine in for the Grand Prix. The weakest engine, and it was done in Colombo’s own
part of that engine was the valve stem because hand and on the back there was a little pencil
there is an 1/8 by 1mm valve stem, and the drawing of the supercharger rotors and other
strength of the valve spring to close the valves bits. This was actually the piece of paper that
has to be extremely high. I think the seat produced that vehicle, the 158. It was incred­
pressure, when you work out the area at the ible to be able to see these and work from
back of the valve head when you are running them.
3.2 bars of boost, you have got that pressure I remember when we were at Monza in
on the inlet manifold trying to get the valves 1989 and Mike was running the car and it was
off their seats so you have to have enough such an experience to be on the pit wall
load on the springs not only to shut the valve when the circuit was still as it had been, and
but also to keep them shut with that kind of to watch and listen to the sound of that car
boost pressure behind them. Working on an pulling 8,000rpm in top. That is something I
8mm thread, that means those stems are will never forget. I was really worn out from
taking 30 tons of load. Opening and shutting all the work to get the car there, but to stand
at 8,500 or 9,000rpm, you are expecting a lot on the wall and watch it go by, it was a pivotal
from the components. moment for me, it was that wonderful. But a
When we rebuilt the engine originally, I funny thing happened, because I had to get
was very concerned about how much use it back to England and left for the airport while
would get before it would have to have some Mike was still running. He had been doing
major re-working. In fact, the engine ran for more laps than I had expected, so he ran out
thirty-five hours, from the time that we of fuel. Due to the saddle-tank situation, we
rebuilt it until we had a problem when it would run petrol in the right-side tank so we
dropped a valve at Avignon. Subsequently, I could fill the carburettor full of petrol to start
rebuilt the engine using a slightly modified it before we turned it on to methanol. So
valve system so that it would not alter the what Mike did, as soon as he realized he had
characteristics of the engine whatever, or the run out of fuel, he turned back over on to
operation, but it would take some of the high petrol and trickled back into the pits. Of
maintenance away from the valves. course that would mean the car would run
The chassis, when we stripped the car, full rich, and it was smoking. They saw the
was straightforward. It was very nicely con­ look on the faces of the Italians who thought
structed, it was very straight and there were the car had gone ‘bang’. We didn’t know
no major problems with it. Getting the infor­ what they were thinking, because we guessed
mation to do it wasn’t too bad, as Mike was that they might not have been so pleased that
able to get the drawings from the factory, and the car had escaped from Italy, and I think
retrospectively was able to get drawings from they were bemused to see the state of the car
Colombo’s sisters after he died. These were after it had been restored.
mind-blowing as they weren’t photocopies; That reminds me that we had the formula
they were the original drawings, original for the fuel mixture that they ran the cars on
pencil drawings. I remember a sketch Mike in period, which was methanol plus one to
had of the clutch assembly and it was as good one and a halfper cent distilled water and one
if not better than any modern cad-cam per cent oil. We ran it with a small percent­
drawing. Early on in the paper work we got, age of acetone and a small percentage of oil
Mike had a piece of A4 paper and it was just as well.
178
 One M an’s Dream
We had to use a new crank, but what Mike
did get was a set of con-rods. We ran origi­
nal rods. Because it used to run needle rollers
on the big ends not shell bearings, they used
to keep about thirty partially finished con-
rods. When they had to service the engine,
because they weren’t going to grind them
down to the next bearing size like shell bear­
ings, they would just polish and clean, and
then refinish the new con-rod to suit the
smaller size. They always had con-rods part-
machined so they would have a service item
ready to use.
In learning the engine, I found out a great
deal about how they had increased the power
without really changing the design of the
components, just by adding the second super­
charger. They tried things like changing the
pulses between the first and the second super­
charger. They were really on the ball with the
technical aspects of improving the engine.
Mike was very interested in getting the engine
to the factory specifications so we had to
know a great deal about it. When we dynoed
M ik e S pa rken ’s 1 5 8 /1 5 9 a t Silverstone in 1 9 9 0 . (K eith that engine and finished it, and got to the
Booker) graph of the engine performance, we found
that at 4,000rpm it was three horsepower less
It was a difficult restoration to do because than the 1951 figures, and at 7,500rpm it was
we wanted to restore the car but we didn’t three horsepower more. So we had been able
want to overdo it. It was difficult to do it sym­ to build an engine to the same specifications
pathetically. For example, all the oil pipes, the and I was pretty impressed that we could do it.
pressure pipe and the temperature capillaries We built it and it then ran for thirty-five hours
are shown in period photographs with no clips and I know that’s correct because I had put a
holding them down. Because the engines clock on the car. After thirty-five hours it
were in and out every five minutes, they broke a valve stem, and when we got in there
wouldn’t bother to clip these down and they to repair the valve stem, we discovered some
were all over the place. We had to resist the cracks in the combustion chamber. We came
temptation to make it overly neat. We could up with a repair scenario to overcome that.
have made it look ‘too English’ by overdoing Basically we machined the valve seats and put
it, so we had to try to resist that. The only threaded valve seats in, because a 58mm bore
modification where we came away from stan­ is pretty small, and we put inserts into the
dard was that we weren’t running a mechani­ spark-plug holes to blank out where the cracks
cal fuel pump, but had an electric pump. I was were there. We repaired the cracks at the same
trying to make the car user-friendly because I time as we were working on the valve gear. I
knew it was going to be used quite a lot. I was think I must have grinned for the whole two
interested to see that the 159 run by the hours’driving home after we finished that first
factory had been modified since. session on the dyno.
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One M an’s Dream
Working with Mike on the project was when you worked out the coefficient of the
always good, he was always a gentleman. He expansion of aluminium, that was exactly
would go on holiday sailing around Corsica what it should be. When I relined the drums,
for four or five months and every two or three that’s what I worked to and it worked. But
days he would call into a beach bar on the being able to use the original Alfa Romeo
island and phone me to find out where we drawings was wonderful because they were so
were and how we were getting on. He was good, and they were such wonderful practi­
always in touch, and he would come down tioners.
once a week when he was in England to see
us; we had to supply sandwiches, a glass of Paul Grist - Clothing the Alfetta
water and a tin of beer, and he wouldjust walk
around the workshop to see what we were Paul Grist has restored and raced some famous
doing. He would arrive about 9.30am and it and beautiful cars, especially Alfa Romeos.
was so nice to have a customer that keen. Mike Sparken came to him to build the body
When we first ran the car at Chobham when for his car:
it was finished, he came out with his Herbert
Johnson crash helmet. There were just a few The car had arrived back in England with
things not finished, but he did some laps and very little bodywork, but it had a cowling,
then came on to the assembly area in front of which wasn’t right, and it had a plastic or
the control tower and did doughnuts with it! fibreglass tail, which we saw as a buck to
The car was basically so good. It was beau­ work on. Jim Stokes did all the mechanical
tifully crafted all the way through, and Alfa work. I had never seen the car in Italy, only
Romeo had got it right from the beginning. when it had arrived in England. It needed a
The development from 200bhp to 425bhp lot, as there was no grille, and the cowling
was done very thoughtfully, thinking about just dropped on. It was really a rolling chassis.
the cooling system and the oiling system. To We built the body and Terry who works with
me it was a perfect piece of design work. The me did the exhaust system.
Italians had a wonderful way of producing If you look down on the cars there is what
engineering not only practically but also with Mike used to call the hernia. If you look at
their hearts. the front of the car, on the right-hand side,
When I was building the engine, I was also there is the bulge where the carburettors are.
building a Ferrari 166 engine at the same So we knew we had to build the ‘hernia’into
time, and of course Colombo was responsi­ it. In order to do the bodywork, Mike, Carol
ble for both. It was amazing that I could take Spagg and I had a trip to Italy to the Biscaretti
the starter dog unit off the front of the motor Museum. The Biscaretti car had been
and switch it to the other engine. It was wheeled away untouched after its racing
exactly the same piece. It was designed at a career. We took the bodywork sections off
time when he was going back and forth wherever we needed to and I had big sheets
between Ferrari and Alfa Romeo. That bit of of card to do outlines, enough so that we
beautiful engineering just fascinated me. On could come back and build the body. We had
some of the things they did, like relining the a chance then to talk to Guidotti while we
brakes and the drums, where I had all the were there.
original drawings, I found something We had started work on it, and there is a
amazing, which I thought to be an error at line that goes through the bonnet edge, right
first. It said that the interference between the the way down through the car and drops
lining and the drum itself was 0.9mm, which away at the point of the tail. It’s a beautiful
is 0.036in, which is absolutely enormous, but part of the body. So Mike was looking at it,
180
 One M an’s Dream
and then went away and came back the next different. I understood from Guidotti that the
day and said it was millimetres too high. It chassis didn’t matter, that the engine identi­
was painful but I said I thought he might be fied the car. If Fangio had done well with a
right. Well, to change a line that has been particular engine, he wanted that engine, and
joggled in, you can’t re-joggle it, and you they didn’t care about chassis identity. The
can’t flatten it because the metal is fatigued, Italians always saw the engine as the heart of
so for 12mm we did this line again, and that the car. But when it came to deciding on the
made it perfect, but it was a lot of work. In body shape, we used the classic 158 shape
fact the body is much more perfect than any from the Biscaretti car.
of the originals were. They were made
roughly and crudely, and the bodies were not
maintained and looked after. So the danger The Experience o f Driving an
was that this car was almost too perfect. Alfetta
When we were working on the bodywork,
Mike would be here for days and we would Eventually, Mike Sparken, having acquired the
eat down the pub and come back and do Alfetta and breathed life back into it, and
more. When we had it finished, it took a long having taken it back ‘home’to Monza, needed
time to decide how to get the colour right. It to sell it. This must have been a painful deci­
was difficult because colour photos of the sion, although Mike is very clear that he had
time were not accurate. completely realized his dream that first started
We used the cowling that came originally back in 1946. The car was sold to Brazilian
but there was no grille so I had to make the Carlos Monteverde, who drove it and sent it to
cheese-cutter grille and Terry did loads of Monaco, Goodwood and Silverstone, where it
work on that. I always remember Terry raced extremely well, usually in the hands of
saying, ‘I don’t want to know if this car gets historic racer Willie Green. After a fairly short
stuffed up the front . . . I never want to do period it came on the market again and was
that again!’ Fortunately, it hasn’t been purchased by Swiss collector and historic racer
damaged. The other thing that was interest­ Carlo Voegele, whose father had also been a
ing was the missing ‘elephant-trunk’air filter, well-known driver. The car had been looked
and while we were at Biscaretti, Mike was after by Tony Merrick for some time, and it
able to borrow that, and an Italian sheet- was brought to Brooklands in 1998 for a photo
metal pattern maker made it. We made the shoot, and that was the first time I got behind
instruments, and we had to make the dash­ the wheel, for a very short but impressive spell.
board and all the connections for it, as well as In September 2003, Tony Merrick facilitated
the cockpit. another more thorough investigation of the
I understood from Mike and also from car’s driving characteristics with owner Carlo
Guidotti that there was no difference Voegele, who generously allowed me to drive
between the 158 and the 159, except for the it more seriously at the Chobham test track,
de Dion rear end. That was the only differ­ the place where it first turned a wheel in 1989
ence, and there may have been upgrades in after it had been restored.
power, but the actual mechanics of the car The car was about to race at Goodwood,
did not change. Of course, the body shape and it was known that the owner treasured it
had changed from 1938 onwards, and Mike perhaps beyond the ten million pounds at
had decided to use the Biscaretti car as the which it is now valued. Nevertheless, shep­
best example of the 158 body, although we herded by long-time mechanic Simon Bish,
didn’t use everything exactly as it was on that the car rolled out of the transporter, much as
body because Mike wanted some things a bit it had so many times in the past at Monza,
181
One Man's Dream
Valentine Park, the Nürburgring and Tripoli. tenuous. The first striking fact was that the
This car has enormous presence even standing mirrors had been moved from their in-cockpit
still; as Jim Stokes has said, it was a pleasure just location to the outside since the last meeting.
being involved with it. After I had shared some Everything else was as it was, and probably as
of the understanding of the cars background it was fifty years ago. The St Christopher
with Simon Bish, really just to gain some medal is still on the dash between the instru­
degree of his confidence, it came to the ments.
moment of truth. Although Simon Bish was there with
I dropped into the corduroy seat (chosen reminders, the presence of a central throttle
over leather because it was always cooler), and had already been drilled home. The gear
could reflect on the significance of where I change on the left is ‘reversed’, with first gear
was. While no statement can be made about closest to the driver and forward, and back for
the exact identity and record of this car, it is second, and away and forward for third, and
certain that it ran in 1950 and 1951, and thus back for fourth. This should not be a problem
was driven by Fangio, Farina or Fagioli, or any because most of the running would be in
combination of the three, plus possibly de fourth or third, and, with a rev limit around
Graffenried and one or two others. The only 7,000rpm, the torque should be sufficient to
real hint of the possibility of this car with the use mainly top gear. The major revelation of
chassis number 158.107 is that it might be the car, as Mike Sparken had said, was that it
the car referred to as Fangio’s ‘number 7’at the was so easy to drive. (The other important
1951 British Grand Prix, but the link is point to remember is not to lean out on to the

J im Stokes, w ho carried out the restoration o f the car. (Peter C ollins)

182
 One M an’s Dream

exhaust on the right, even though it has a was Fangio again at Bari and Silverstone, using
degree of covering.) one gear to save time and employ the power
The spacious cockpit made it a comfortable and control inherent in Colombos master­
place to work. The hydraulic starter banged piece. After a few laps, it was possible to line
the engine into life with no trouble, and the Alfetta up on the right side of the road and
throughout the day the car would start with power through the apex of the fast left­
the easiest of pushes. The spark plugs had been handers, using all the allowed revs in fourth
checked and were up to the job. No throttle is gear, watching the front suspension rise and
used during starting, but, once the 8-cylinder fall as the wheel clipped the bumpy edge of the
engine bursts into life, a few revs are all that are road. The car surged on to the straight, not
required to warm it up and prevent the plugs with a slam in the back, but with a sense of
from fouling. The clutch was certainly user- being pulled at great speed.
friendly, and in first gear it pulled away The steering was markedly light and as a
without a stall, the exhaust noise increasing result the car moved about on the bumpy
rapidly and crisply, the valves making a slight surface but always felt totally controllable.
clatter and the blower whine noticeable until After a few more laps, the fast sweeps can be
3,000—4,000rpm, where it all smoothed out taken flat in top with the imposed rev limit,
into one growing crescendo. There have been and this is when the car stands out as some­
those who say the Alfetta does not have the thing very, very special, surging through the
boom of its racing days, and that is simply corners. What must it have been like when the
because no one drives it at 8,500 to 9,000rpm. previous occupants of the drivers seat were
But the sound and fury was still impressive, nearer 9,000rpm? Braking did not come in for
even at a more modest rev limit. You would a lot of testing at this fast circuit, but the brakes
never guess that this engine is only 1.5 litres. were never problematic, being smooth and
While the car normally had been running immediate, with lots of feel. The Alfetta
on 17in wheels and tyres, 18in were being remained perfectly balanced into a braking
used in preparation for Goodwood, reflecting area, and it never felt that something unex­
the years of experimentation that had been pected would happen. With a slight dab on the
carried out with tyres and castor and camber brakes where necessary, it was then possible to
settings to counter the increased weight that get right back on the throttle and keep up
had come with more power. However, the momentum.
overwhelming impression was of vast torque, The challenge to drive every corner more
and how usable that torque was. Sitting in an smoothly, not losing time changing gear, to
upright position, the driver sees everything get out on to the straight quicker, soon grew
happening to the suspension, and can detect into a palpable rhythm. All the work was in
where the front end moves under acceleration. the throttle foot and the fingertips, feeling
A squirt on the central throttle brought the the amount of power going down with the
nose up slightly as the car charged down one least possible restraint. The other effort is in
piece of the road after another. the head, as it would be easy to get carried
Chobham is reminiscent of Monza, with away. Several gallons of methanol mixture
high-speed straights and very fast bends, and had disappeared very quickly —ten or eleven,
even a small bit of banking. It was clear the car which, at around 1.5 to 2mpg (188—141 ltr/
could be driven on that huge reserve of torque 100km), is not a lot of miles —but it did get
in fourth gear, allowing the driver to concen­ me over fifty years back down the road to
trate on getting the most out of the handling, meet ‘The 3 Fs’in the greatest Grand Prix car
picking the right line through the bends. This of all time.

183
Appendix I The Chassis Types

According to Hull and Slater (1982), there is 158D Developed in 1947, also known as 158/47
some evidence that the factory used a straight­ or even 158A. Larger primary blower, 310bhp
forward alphabetical sequence to describe the @ 7,500rpm increased to 350bhp @ 8,500rpm,
evolution of the Alfetta, although there is no single exhaust pipe, lowered front and rear
universal agreement. springs, carburettor intake extends to front
spring, first raced in 1948 at Monza by Wimille.
158A The original model to appear in the
Coppa Ciano in 1938. Narrow body and 159A The 159 in its final form, with de Dion
190bhp @ 6,500rpm, single exhaust. rear axle, twin exhausts, carburettor intake via
scuttle scoop, large diameter and width brake
158B Appeared in 1939 after Tripoli. Body­ drums. Fusi refers to this as 159M.
work wider, larger radiator cowl, roller­
bearing crankshaft, 225bhp @ 7,500, single There are additional references to the 159 as
exhaust higher on the body offside. being variously called 159, 159A and 159B,
but as there is also no absolute definition of the
158C GP des Nations 1946, first of the two- 159 as opposed to the 158, these labels have
stage supercharged cars; 260bhp @ 7,500rpm, meaning only in the context of the person
twin exhaust, forward-facing under-bonnet using them and their definition of the differ­
air-induction trunk. ence between the 158 and 159.

184
Appendix II Existing Cars

158 159
Chassis 158.005 on display in the Alfa Romeo Chassis 159.109 on display in the Alfa Romeo
Museum at Arese with engine 158.102. Museum as a chassis without bodywork,
Chassis 158.107 with engine 159.227 sold to with engine 159.211.
Mike Sparken to C. Monteverde to Chassis 159.111 on display in Alfa Romeo
C. Voegele. Museum.
Chassis 158.109 on display in the Biscaretti Chassis 159.112 on display in Alfa Romeo
Museum, Turin. Museum and used in events.

185
Appendix III The Races

1938 1940
7 August, Coppa Ciano Junior: E. Villoresi 12 May, Gran Premio di Tripoli: G. Farina
(#14) 1st, C. Biondetti (#24) 2nd, E Severi (#14) 1st, C. Biondetti (#16) 2nd, C. Pin­
(#26) 7th. tacuda (#22) 6th, C. Trossi (#42) 3rd.
14 August, Coppa Acerbo Junior: F. Severi
(#8) 4th, E. Villoresi (#10) Ret. 1946
11 September, Gran Premio di Milano: R.
Sommer (#2) 10th, E. Villoresi (#8) 1st, F. 9 June, Coupe Rene La Begue: J.-P. Wimille
Severi (#16) 2nd, A. Marinoni (#32) Ret. (#1) Ret., G. Farina (#2) Ret.
18 September, Circuito di Modena: E.Vil­ 21 July, Grand Prix des Nations: J.-P. Wimille
loresi (#6) Ret., F. Severi (#24) Ret., R. (#18) 1st Heat 1, 3rd Final, A. Varzi (#20)
Sommer (#28) Ret., C. Biondetti (#32) 2nd Heat 1, 7th Final, G. Farina (#42) 1st
Ret. Heat 2, 1st Final, C. Trossi (#44) 2nd Heat
2, 2nd Final.
1939 1 September, Gran Premio del Valentino: G.
Farina (#8) Ret., C. Sanesi (#24) Ret., A.
7 May, Gran Premio di Tripoli: G. Aldrighetti Varzi (#46) 1st, J.-P. Wimille (#52) 2nd, C.
(#34) Ret., C. Biondetti (#40) Ret., F. Trossi (#54) 6th.
Severi (#42) Ret., G. Farina (#44) Ret., E. 30 September, Circuito di Milano: A. Varzi
Villoresi (#48) 3rd, C. Pintacuda (#50) (#2) 1st Heat 1, 2nd Final, C. Trossi (#12)
Ret. 2nd Heat 1, 1st Final, G. Farina (#24) 3rd
30 July, Coppa Ciano: G. Farina (#32) 1st, G. Heat 2, Ret. Final, C. Sanesi (#32) 1st Heat
Aldrighetti (#34) Ret., C. Pintacuda (#54) 2, 3rd Final.
3rd with C. Biondetti (#48).
15 August, Coppa Acerbo: G. Farina (#32) 1947
3rd, C. Pintacuda (#38) 2nd, C. Biondetti
(#44) 1st, F. Severi (#46) 4th. 8 June, Swiss Grand Prix: C. Sanesi (#32) 2nd
20 August, Prix de Berne: G. Farina (#64) 1st, Heat 2, 5th Final, C. Trossi (#34) 2nd Heat
C. Biondetti (#66) 2nd. 1, 3rd Final, A. Varzi (#36) 1st Heat 1, 2nd
20 August, Swiss Grand Prix: G. Farina (#64) Final, J.-P. Wimille (#38) 1st Heat 2, 1st
6th, C. Biondetti (#66) 9th (ran in the Final.
Grand Prix Final). 29 June, Grand Prix de Belgique: C. Trossi
(#2) 3rd with Guidotti, A. Varzi (#4) 2nd,
C. Sanesi (#6) Ret., J.-P. Wimille (#8) 1st.
13 July, Gran Premio di Bari: A. Varzi 1st, C.
Sanesi 2nd.
186
 The Races
7 September, Gran Premio d’Italia: A. 26 August, International Trophy: G. Farina
Gaboardi (#2) 4th, A. Varzi (#16) 2nd, C. (#1) 1st Heat 1, 1st Final, J. Fangio (#2) 1st
Sanesi (#24) 3rd, C. Trossi (#30) 1st. Heat 2, 2nd Final.
3 September, Gran Premio D’Italia: G. Farina
1948 (#10) 1st, J. Fangio (#18) Ret., L. Fagioli
(#36) 3rd, C. Sanesi (#46) Ret., P. Taruffi
4 July, Swiss Grand Prix: C. Trossi (#26) 1st, (#60) Ret.
A. Varzi (#28) Crash in practice, J.-P
Wimille (#30) 2nd, C. Sanesi (#56) 4th. 1951
18 July, Grand Prix de L’A.C.F.: A. Ascari
(#26) 3rd, C. Sanesi (#28) 2nd, J.-P. 5 May, International Trophy: J. Fangio (#1)
Wimille (#30) 1st. 1st Heat 1, 4th Final, G. Farina (#2) 1st
5 September, Gran Premio D’Italia: C. Sanesi Heat 2, 9th Final, F. Bonetto (#3) 3rd Heat
(#6) Ret., C. Trossi (#46) Ret., J.-P. 1, 10th Final, C. Sanesi (#4) 2nd Heat 2,
Wimille (#52) 1st. 16th Final.
17 October, Gran Premio Dell’ Autodromo 27 May, Swiss Grand Prix: G. Farina (#22)
Di Monza: P. Taruffi (#6) 4th, C. Trossi 3rd, J. Fangio (#24) 1st, E. de Graffenried
(#18) 2nd, J.-P.Wimille (#32) 1st, C. Sanesi (#26) 5th, C. Sanesi (#28) 4th.
(#36) 3rd. 2 June, Ulster Trophy: G. Farina (#9) 1st.
17 June, Grand Prix de Belgique: J. Fangio
1950 (#2) 9th, G. Farina (#4) 1st, C. Sanesi (#6)
Ret.
16 April, Gran Premio di San Remo: J. Fangio 1 July, Grand Prix de L’A.C.F.: G. Farina (#2)
1st. 5th, J. Fangio (#4) 1st with L. Fagioli, (#8)
13 May, British Grand Prix: J. Fangio (#1) C. Sanesi (#6) Ret.
Ret., G. Farina (#2) 1st, L. Fagioli (#3) 14 July, British Grand Prix: G. Farina (#1)
2nd, R. Parnell (#4) 3rd. 14th, J. Fangio (#2) 2nd, C. Sanesi (#3)
21 May, Grand Prix de Monaco: G. Farina 6th, F. Bonetto (#4) 4th.
(#32) Ret., J. Fangio (#34) 1st, L. Fagioli 29 July, Grosser Preis von Deutschland: J.
(#36) Ret. Fangio (#75) 2nd, G. Farina (#76) Ret., F.
4 June, Swiss Grand Prix: L. Fagioli (#12) Bonetto (#77) Ret., P. Pietsch (#80) Ret.
2nd, J. Fangio (#14) Ret., G. Farina (#16) 2 September, Gran Premio di Bari: J. Fangio
1st. (#4) 1st.
18 June, Grand Prix de Belgique: G. Farina 16 September, Gran Premio D’Italia: G.
(#8) 4th, J. Fangio (#10) 1st, L. Fagioli Farina (#34) 3rd with F. Bonetto (#40) E.
(#12) 2nd. de Graffenried (#36) Ret., J. Fangio (#38)
2 July, Grand Prix de L’A.C.F.: G. Farina (#2) Ret.
7th, L. Fagioli (#4) 2nd, J. Fangio (#6), 1st. 29 September, Goodwood Trophy: G. Farina
9 July, Gran Premio di Bari: G. Farina (#11) (#2) 1st.
1st, J. Fangio (#12) 2nd. 28 October, Gran Premio D’Espana: G. Farina
30 July, Grand Prix des Nations: G. Farina (#20) 3rd, J. Fangio (#22) 1st, F. Bonetto
(#2) 6th, J. Fangio (#4) 1st, E. de Graffen- (#24) 5th, E. de Graffenried (#26) 6th.
ried (#6) 2nd, P. Taruffi (#46) 3rd.
15 August, Circuito di Pescara: J. Fangio, 1st,
L. Fagioli, 3rd.

187
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Borgeson, G., ‘The Alfa Romeo 158/159’, (Automobilia Milan, Italy, 1994)
Road and Track, March/April 1965, Los Nye, D, Famous Racing Cars (Guild Publish­
Angeles, California ing, London, 1985)
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Publishing, Somerset, England, 1990) Classic Cars, September/October 1986
Burke, E., Stirling Moss (ARCO Books, Nye, D, Famous Racing Engines (Guild Pub­
London, 1962) lishing, London, 1989)
Colombo, G., Memorie di un technico (Unpub­ Nye, D, Autocourse History of the Grand Prix
lished manuscript, 1978, Archive of Auto- Car — 1945—65 (Hazleton Publishing,
critica Documentazione, Rome) Richmond, 1993)
Colombo, G., Origins of the Ferrari Legend Orsini, L. and F Zagari, The Scuderia Ferrari —
(Haynes Publishing, Somerset, 1987) Enzo Ferrari Racing with Alfa Romeo —
Fangio, J. with R. Carozzo, Fangio — My 1929—1939 (Osprey Publishing, London,
Racing Life (Patrick Stephens Ltd, Somerset, 1981)
1992) Owen, D, Viva! Alfa Romeo (Haynes Publish­
Fangio, J. with M. Giambertone, My Twenty ing, Somerset, 1982)
Years ofRacing (Temple Press, London, 1961) Paris, J.-M. and W. Mearns,Jean-Pierre Wimille
Fusi, L., Alfa Romeo — All Cars From 1910 — à bientôt la revanche (Drivers Toulouse,
(Emmeti Grafica, Milan, 1978) France, 2002)
Gauld, G., Reg Parnell (Patrick Stephens Ltd, Pomeroy, L., The Grand Prix Car— Volume Two
Somerset, 1996) (Temple Press, London, 1965)
Hodges, D., The Alfa Romeo 158/159 (Profile Pritchard, A., ‘Motor racing’s most prolific GP
Publications, Surrey, 1966) winner’, Motor Racing (January 1965)
Hogg, T, ‘Dr Guiseppe Farina’, Road and Pritchard, A. and K. Davey, The Encyclopedia of
Track, April 1965, Los Angeles, California Motor Racing (Robert Hale & Co., London,
Hull, R. and P Slater, Alfa Romeo —A History 1969)
(Transport Bookman Publications, Tun­ Raymond, R., Stirling Moss (Motor Racing
bridge Wells, Revised Edition 1982) Publications, London, 1953)
Ludvigsen, K., Classic Grand Prix Cars (Haynes Reynolds, J., Engines and Enterprise — The Life
Publishing, Somerset, 2000) and Work of Sir Harry Ricardo (Sutton Pub­
Ludvigsen, K., Classic Racing Engines (Haynes lishing, Stroud, 1999)
Publishing, Somerset, 2001) Sheldon, P with D. Rabagliati, A Record of
Lurani, G., Nuvolari (Cassell, London, 1959) Grand Prix and Voiturette Racing - Vol.4,
McDonough, E., Vanwall: Green For Glory 1937—1949 (St Leonard’s Press, Bradford,
(The Crowood Press, Marlborough, 2003) 1993)
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Piero Taruffi (Temple Press Books, London, Autosport
1964) Motor Racing
Venables, D., First Among Champions — The Motor Sport
Alfa Romeo Grand Prix Cars (Haynes Pub­ Road and Track
lishing, Sparkford, 2000)
Wilhams, R., The Last Road Race — The 1957
Pescara Grand Prix (Weidenfield & Nichol­
son, London, 2004)

189
Index
Abbita Grasso 62 Auto U nion 10, 20-23, 25—26, 31, 37, C hedru 20
Abysinnia 21 40-41, 44-47, 54-55, 57-58, 60, 85, Chevrolet 100
ACF 19 101, 141, 157 C hinetti, Luigi 39
ACI 19,24 Avus 20-21, 101 Chiron, Louis 21, 42, 64, 66, 77, 81—83, 86,
Adriensen, Tony 12 88, 109, 146, 154, 157
African Mille Miglia 70 Balbo, Italo 4 7 ,5 8 -6 0 Chiti, Carlo 35
Agnelli, Giovanni 16 Balestrero, R enato 31—32 C hobham test track 174, 179—181
Aintree 169 Bangkok Grand Prix 44 Churchill, W inston 62
Albi 119 Barbiéri, Guido 35—36, 47 Circuit l’Albigeois 119
Albi Grand Prix 50, 81-82, 100 B A R C 162 Circuit o f Milan 22, 72—73
Aldrighetti, Giodano ‘N ando’ 45—47, 50, Bari 81-82, 174, 181 Circuita della Superba 33
52-53, 70, 86, 97, 172 Baruffi, Pino 48 Circuito del Garda 92
Alessio, Signor 100 Bazzi, Luigi 14, 18, 21, 24—25, 56 Circuito D i M odena 41
Alfa Corse 13, 16, 24, 30, 31, 33-34, 36-46, Belgian Grand Prix 38, 78, 81, 114—115, Circuito di Pescara 122
49-50, 54, 56-59, 61, 63-66, 68-70, 72, 142-144 Cisitalia 7 2 ,7 9 ,9 1
74, 78, 81-84, 86, 88-89, 91-92, Belmondo, V ittorio 32, 37—38 Clerm ont-Ferrand 176
97-102, 104, 114, 124-125, 134, Benoist, R obert 63 Collins, Peter 12
136-137, 143, 153-154, 157-160, Berlin 20 Colom bo, Gioacchino 10, 12, 14—15, 17—18,
162-163, 167 Berne 21 23-28, 30, 35-37, 42, 48-49, 56, 63, 67,
Alfa R om eo company 10, 15, 63 B H W Special 103 70, 76-77, 89, 103, 134, 136, 159, 163,
Alfa R om eo M useum 11-12 Bianco, Ettore 36 167-169, 172, 177, 179, 181
Alfa R om eo - other types Biondetti, Clem ente 31—33, 35—36, 40-41, Colom bo, N orm a 85
6C-1500 27 46-47, 50, 52-55, 57, 59, 123 Com m inges Grand Prix 39
6C-2300 2 1 ,8 3 Bira, Prince 68, 89, 103, 109, 112, 138 C om o—M ilan Autostrada 61
6C-2500 60 Biscaretti M useum 11-12, 170, 172, 174, Com otti, Gianfranco 37, 121
6 C 3000C M 9 179-180 Com pari, Giuseppe 14, 57, 70
8C -35 1 9 ,2 1 -2 2 ,3 3 Bish, Simon 12, 181—182 Coppa Acerbo 22, 36—37, 52, 53, 101
8C -37 38 Bivio Castellanza 61 Coppa Acerbo Junior 36
8C-38 27 Bonetto, Felice 7, 101, 112, 121, 124, C oppa Ciano 7, 22, 32, 50, 97
8C-2300 65 137-138, 152-156, 160-165, 168 Coppa Ciano Junior 10, 33—35
8C-2900 29 Bonini, Bruno 170-171 C oppa Edda Ciano 37, 91
12C-36 19,22 Booker, Keith 12 C oppa Principessa di Piem onte 33
12C-37 2 2 -2 3 ,5 7 Boratto, Ercole 70 C ork 31-32
162 4 3 -4 4 ,4 9 ,6 1 Bordino Grand Prix 68 Cortese, Franco 33—35, 38, 40—42, 48, 50,
163 61 Borgeson, G riff 13, 17, 24, 27, 36-37, 42, 53, 59
308 23-24, 27, 31-33, 37-39, 42-44, 51, 44, 49, 56, 70, 137 Costantini, Bartolom eo ‘M eo’ 46, 48—49, 59
64-65, 91 Borzacchini, Baconin 57, 70 C oupe de la Liberation 63
312 23-24, 27, 31-33, 36-38, 43-44, 91 Bracco (driver) 101 C oupe de la Resistance 64
316 23-24, 27, 33, 38, 43-44, 65 von Brauchitsch 21, 32, 34, 37, 44, 50, C oupe des Prisonniers 63—64
512 26, 44, 61-62, 174 54-55 C oupe R ene La Begue 64
1750 14 Bremgarten 37, 54-55, 77, 80, 84, 87, 101, CSI 64
1900 97, 99, 167 111-113, 138-142 Czaykowski, Stanislas 57
2300 26 Brianza 62 Czech Grand Prix 121
2900A 33 Brilli Péri, Gastone 47, 70
2900 Le Mans C oupe 171 British Grand Prix 103-105, 109, 152-154, Daetwyler, Willi 154, 157
Bim otore 20-21 169, 174, 181 D e Filippis, M aria Teresa 13
Disco Volante 9 Brivio, Antonio 22, 57 D e Graffenried, Em m anuel 7, 12, 39, 54, 68,
M onza 16, 20, 33 BKM 103, 105, 125, 153-154, 161, 167 72-73, 83, 85, 88, 90, 103, 109,
P2 15,68 Brooklands 41, 64, 103, 180 121-122, 138, 140-141, 157, 159-161,
P3 16-17, 19-20, 22, 31, 57, 101, 138 Bugatti 20, 31-32, 44, 46, 48, 64-65, 68, 163-165, 168, 176, 181
Tipo 1101 Aero 62 168, 171 Delage 31-32, 68
Tipo A 14 Burggailer, Ernst 63 Delahaye 37, 66, 71
Tipo B 31 Busso, Giuseppe 106 Della Stufa, Alessandro 47
Alta 32 Dobson, A rthur 38, 41-42
Annis, Casey 12 Cadours 130 D onington 41, 64, 103
Aquati, M ario 12 Caniato, President o f Scuderia Ferrari 57 Dreyfus, R ene 21-22, 31, 54-55
Arese 11, 170-172 Capelle Pass 124 D ubonnet suspension 20
Ascari, Alberto 9, 56, 58, 83, 85-86, 88-89, Capelli, O vidio 49 Duke, G eoff 13, 142
92, 100-103, 109, 111, 113, 116, 119, Caracciola, R udi 22, 31, 33, 37, 44, 46, 48, Dundxod 142
121, 127, 134, 137, 140, 142-144, 146, 54-55 Dunsmore, Bob 12
150-151, 153-156, 158-164 Carrera Panamericana 70, 168 Dusenberg 57
Ascari, Antonio 88 Carrington, Ken 12 Dusio, Piero 72
ATS 35 Casino Square 110
A uto Avio Costruzioni 56 Castoldi, Signor 62 Eau R ouge C orner 143
A uto Club o f Argentina 100 Cattaneo, Signora 172 Ecurie A utosport 7, 121
Automobiles Ettore Bugatti 64 Chaboud, Eugene 63, 66, 71 Ecurie N aphtra Course 64
Automobiles Talbot-Darracq 64 Chamberlain, Neville 43 Ecurie Siam 138

190
 Index
Eifel M ountains 156 Grand Prix des Nations 66-67, 119, Liska, Hans 157
Eifelrennen 33 121-122, 169 Livorno 7, 22-23, 32, 34-35, 50, 52
E R A 32, 38, 41-42, 44-45, 53-54, 64, 68, Grand Prix du Forez 64 Long Cross 12
72, 77, 81, 103-104, 142 Grand Prix du Salon 72, 91 Lorraine 65
Etancelin, ‘Phi Phi’ 63, 88 Grand Prix Juan D om ingo Peron 98 Lorraine Grand Prix 65
Ethiopia 17 Grand Prix o f Europe 68, 81, 84, 86, 103, Lotus-Cortina 168
Evans, Ken 31 143 Lucca 37
Greco, Juliette 13 Lurani, C ount Giovanni 68, 77, 85
Fagioli, Luigi 7, 21, 85, 101, 103, 105-109, Green, W illie 12, 180
111-119, 121, 123-124, 127, 130-131, Gregory, M asten 169 Magro, A ntonio 12, 169, 171, 173, 175
138, 146, 149, 151-152, 165, 168, 181 Grist, Paul 12, 173-175, 179 M antua 21
Fangio, Juan 7, 9, 13, 65, 74, 84, 88-89, G T O Engineering 12 Manzon, R obert 109, 121
99, 100-105, 107, 109-128, 131, Guidotti, Gianbatista 7, 11, 21, 24, 27, Marazza, Aldo 34—36, 39—40
137-138, 140, 142-143, 146, 148, 65-66, 68, 70-71, 77-78, 81-83, 87, M arinoni, Attilio 21, 26, 30, 33, 38-39,
150-165, 167-168, 171-175, 176, 93-95, 97-98, 106, 122, 124, 134, 138, 61-62, 64, 70, 86, 97, 136, 172
180-182 155, 159, 161, 164, 167, 169-176, M arne Grand Prix 38
Farina, Giuseppe 7, 11, 22, 31-33, 37, 40, 179-180 Marseille 100
44, 46-50, 52-55, 57-60, 64, 66-70, Guzzi, Juan Carlos 100 Marshall Plan 97 ,9 9
72-74, 85-86, 89, 92, 100-101, Marshall, Peter 13
103-117, 119-122, 124-128, 130-131, Ham ilton, Duncan 138 M artin, Eugene 103
137-138, 140, 142-146, 151-164, 168, Hampshire, David 68 Maserati 7, 20, 21, 31-34, 36-39, 41, 45-48,
169, 173, 175-182 Harrison, C uth 81, 104, 109 50, 52-54, 57-60, 64, 66, 68, 70, 72-73,
Faroux, Charles 66 Hartm ann, Lazio 31, 54—55 77-78, 83, 85, 88-92, 100-101, 103,
Ferrari 9, 89, 92, 98-100-103, 109, 111, Hasse, H erm ann 63 109-110, 119, 121-122, 134, 138, 142,
114—116, 119, 121-123, 125-126-127, Hasse, R udolph 22, 37, 55 156, 158-159, 168
134, 138, 140, 142, 144, 150, 152, 154, H erbert Johnson helm et 179 Massetti, C ount 47
157-158, 160-161, 164-165, 167, 169, Hill, Phil 9 Massimino, Alberto 18, 23, 25, 56-57
172, 179 Hitler, A dolf 10, 26, 42-43, 45, 60 Masta Straight 114,142
Ferrari 815 56, 88 H ockenheim 45 Materassi, Emilio 47
Ferrari, Enzo 7, 10-11, 14, 16-18, 20, Hodges, David 26 Matra, Francis 51
23-26, 30, 35, 43-44, 46, 50, 56, 58, Hope, Anne 13 Mays, Raym ond 25, 68, 77
61, 63, 89, 99, 101, 158, 163, 169, H otel Negresco 65 Mazaud, R obert 66
172 Hoyle, Terry 173, 175 Mearns, W illie 13
FIA 64, 67, 69, 101, 134 Hug, Arm and 37, 40, 42, 48, 50 Meier, G eorg 63
Fiat 16, 23, 33, 57, 171 Hugense, Jos 12 Mellaha 31, 44, 58
Ford M otor Com pany 171 H W M 120, 162 Melzo cheese factory 62, 97
Freiburger, Walter 157 H W M -A lta 116 M ercanti, Arturo 83
French G rand Prix 19, 20, 39, 88, 101, 143, M ercedes-Benz 10, 20-23, 31—32, 37,
149, 152 Inghels, Thierry 12 40-41, 44-50, 54-55, 57, 59-60, 68, 85,
Furm anik, Giuseppe 47 International Trophy R ace 115, 124, 127, 88, 101, 115, 138
Fusi, Luigi 15, 18, 44, 50, 170, 172-174 134, 137 M errick, Tony 12, 180
IR I 17 M G 32, 103
Gaboardi, Alessandro 67, 74, 82-83 Isle o f M an 121 Milan 15-16, 26, 30, 39, 62, 64-65, 72, 83,
Gafioli, Luigi 148 Italian Grand Prix 21-23, 33, 38, 57, 70, 82, 97, 131
Gallo, Pasquale 64, 98, 100, 127, 134 89-90, 101, 125, 128-129, 157, Milan Design D epartm ent 136
Garcea, Giampaolo 67, 75 159-161, 167, 169 Milano-Speluzzi 121
G enoa 33 Italiano, Patrick 12 Milan—Varese Autostrada 61
Gerard, Bob 81—82, 104 Milenkovic, Bosko 44
G erm an Grand Prix 20-21, 31, 38, 101, 121, Jaguar 123, 125 Mille Miglia 9, 14, 33, 47, 57, 68, 70, 83, 88,
154-159 Jano, Vittorio 10, 14-15, 17-18, 20-27, 103, 168
Ghersi, Pietro 38, 41, 47-48 29-30, 44, 70 M odena 7, 16, 18, 23-30, 42, 53, 56, 172
Giberti, Federico 18 Jenkinson, Denis 24, 169, 175—176 Moll, Guy 20
Gilera motorcycle 46 Jiggle, M ike 13 M onaco Grand Prix 20—22, 33, 57, 101,
Giraud-Cabantous, Yves 103—104 Johnson, Leslie 77 109-111, 138, 174
Giro d’Italia 47 M onkhouse, George 34
Gobbato, U go 11, 13, 16-19, 21, 23-24, 26, Kautz, Christian 85 M onte Carlo Rally 65
30, 44-46, 56, 62-63, 70 M ontenero 34, 50
Gonzales, Froilan 9, 100, 109-110, 114-115, La Turbie hill-climb 65 Monteverde, Carlos 180
138, 143, 146, 151, 154-156, 158-161, Lago d’O rta 62 M ondhéry 20, 57, 88, 91
163, 165 Lami, Catullo 52 M onza 7, 12, 21-22, 25, 33, 37-38, 40-41,
G oodw ood 11, 103, 159, 162, 180-181 Lampredi, Aurelio 101, 134 46, 50, 53, 61, 68, 84, 91-95, 97,
G oodw ood Trophy 162 Lancia 14, 23, 47, 101, 168 100-101, 125, 128, 153, 159-160,
G ordini 65, 89, 100, 138, 169 Lancia Aurelia 168 162-163, 167, 172, 174-175, 177,
Gran Prem io del Valentino 69 Lancia D -50 175 180-181
Gran Prem io dell A utodrom o 91—92 Landi, C hico 82, 160 M onza Grand Prix 138
Gran Prem io di Bari 116, 120, 158 Lang, H erm ann 31, 33, 37, 44, 46, 48, Moss, Stirling 46, 116, 119, 120, 162,
Gran Prem io di M ilan 38, 41 54-55, 88, 115, 141, 158 167
Gran Prem io di San R em o 102 Lauren, R alph 57 M otor Industry Archive 13
Gran Prix de Marseille 64 Lausanne 13, 122 Motor Sport 27, 35
Grand H otel N ortham pton 105 Le Mans 20, 39, 78, 169 Motor Trend 9
Grand Prix de L’ACF 83, 86, 88, 115-116, Legnano 15 Muller, H erm ann 37, 44, 54, 63
145 Lesmo C orner 40 M ulti-U nion 31
Grand Prix de N ice 64, 68 Leu, Daniel 13 Mussolini, Benito 10, 13, 16—17, 21, 26, 31,
Grand Prix de Paris 138 Levegh, Pierre 63 42-43, 45, 47, 50, 56, 60, 62, 70
Grand Prix de Reim s 81 Lini, Franco 53 M V Agusta 168

191
Index

Naples 33, 121 R io de Janiero Grand Prix 38, 47 Stuck, Hans 2 1 ,3 7 ,4 7

Nardi, Enrico 25—26, 56 R occo, Giovanni 54 Swiss Grand Prix 21, 37, 44, 54—55, 77—78,
Nasi, Angelo 18, 25, 169 R oche, Toto 117 80, 87, 91, 101, 111-112, 121, 138-139,
Neubauer, Alfred 45 R ol, Franco 109 142
N ew m an, R obert 12 R om e-B erlin Axis 42 Swiss M ountain Grand Prix 138
N ice 65 R om eo, Nicola 17
Nicolis, Livio 67, 75, 85, 106 R om m ehed Circuit 77 Tabac C orner 109
Nordschlieffe 157 Roosevelt, Franklin 62 Tadini, M ario 33
N ürburgring 20-22, 31, 33, 44, 154-157, Rosemeyer, B ernd 22 Talbot 32-33, 36, 38, 64, 66, 77, 84, 86, 88,
159, 180 Rosier, Louis 109, 112-114, 123-124, 130 112, 115, 134, 138
Nuvolari, Tazio 16, 20—22, 32, 37, 39—41, Rubirosa, Porfirio 66 Talbot-Lago 88, 103, 113, 123, 130, 138,
44, 46, 55, 57-59, 66, 68, 70, 72, 89, R uggieri, Arialdo 35, 47-48, 66, 68, 73 142, 146, 158
125 R uocco, Elvira 12 Targa Abruzzo 33
Nygaard, Peter 12 Targa Florio 33, 60, 68
S anR em o 100-101,103,134 Taruffi, Piero 37-38, 48, 58, 72, 91-93, 95,
O M 14 San Siro Park 74 121-122, 125, 127-128, 131, 140, 142,
O rsi family 57 Sanesi, Consalvo 37—38, 53, 60—62, 64, 155-156, 158, 160, 163
O rta 62 66-67, 69-70, 72-74, 77-78, 80-89, Teagno, Edoardo 35
91-93, 99, 101-103, 122, 124-125, Thillois C orner 146, 152
Pagani, N ello 77 127-128, 137-138-143, 146-149, T hin Wall Special 137-138, 142, 151, 162
Palermo 33, 60 151-154, 157, 159-160, 163, 165-166, Tralamontana, Signor 171
Palermo circuit 98 168 Trintignant, M aurice 63, 66, 109
Palmer, R o b 13 Sardinia 33 Tripoli Grand Prix 21-22, 31, 33, 39, 44-47,
Parabolica M otorsport 176 Satta, Orazio 43—44, 63-64, 67, 69—70, 75, 55, 57-60, 68, 91, 101, 180
Paris, Jean-M ichel 13 85, 98, 100, 106, 114, 125, 155, 163 Tripoli—'Tobruk road race 70
Parnell, R eg 68, 72, 77, 103-104, 108, Schell, H arry 66, 70, 79, 109 Trossi, Carlo 32—33, 48, 57, 59-60, 67—73,
137-138, 142, 151-152, 154, 161-162 Schm id-Heupel, G ertrud 13 77-79, 81-86, 89-94, 96-97, 157, 169
Parnell, Tim 105 Schwelm, O tto 123 Tunis Grand Prix 68
Pau 31, 33, 44, 77, 100, 121, 134 Scuderia Ambrosiana 33—34, 88 Tunisia 21—22
Pedralbes 163 Scuderia Ferrari 13, 16—17, 19, 20-24, 26, Turin 11-12, 23, 69-70, 72, 89-91, 170
Pelassa, Georgio 72 30, 32-33, 38, 46, 56-57, 64, 70, 89, 97, Turner, Sam 12
Penya R h in Grand Prix 22, 68, 96 100, 103, 113, 115, 122, 137, 143,
Perpignan 100 158-159, 163 Ulster Trophy 142
Pescara 21, 22, 33, 35-37, 50, 52-53, Scuderia M aremmama 33
122-123, 158 Scuderia Milan 66, 68, 138 Valentine Park 71, 89, 180
Petacci, Claretta 62 Scuderia Torino 37, 91 Vallone (driver) 101
Petre, Kay 103 Seaman, Richard 22, 32, 50, 68 Vanderbilt C up 22
Picardie 121 Sebastian (Auto U nion team manager) 45 Vandervell, Tony 100, 125, 137—138
Pietsch, Ilse 68, 85, 154, 156 Seilstad, David 13 Varzi, Achille 14, 57, 67-73, 77-87, 89,
Pietsch, Paul 12-13, 34-36, 38-39, 41, 50, Sempione Park 72, 82—83 96-97, 154, 156, 169
54, 68, 154-157, 168 Serafini, D orino 101, 127 Venables, David 12—13, 25—26, 68
Pintacuda, Carlo 22, 46, 47, 50, 52—53, 57, Severi, Francesco 32—36, 38—41, 46—47, Villa D ’Este 171
59 52-53 Villoresi, Emilio 10, 31—41, 46—50, 58, 70,
Pirelli 153 Severi, Giulio 33 86, 97, 172
Pirelli Archive 12 Severi, Guido 33 Villoresi, Luigi 31-39, 41, 45, 47-48, 50,
Pivarelli, Signor 99 Severi, M artino 33 53, 58, 60, 64, 68, 72-73, 77, 81-83,
Plate, Enrico 71, 82, 85, 103 Shah o f Persia 170 85-86, 88-89, 92, 100-101, 103, 109,
Plate, Luigi 36, 38, 42, 47 Shawe-Taylor, Brian 142 111, 113, 116, 119, 121-122, 127, 134,
PoccioÜ, Virgil 13 Siena, Eugenio 31 137, 140, 142, 151, 154—158, 160-161,
Podberejsky, M ichel 169 Silverstone 103, 105-109, 115, 124-126, 163, 174
Pollock, C on 53 134, 137-138, 140, 142, 152, 174, 181, Voegele, Carlo 12, 180
Pomeroy, Laurence 29, 49, 65, 115, 135—136, 183 Voiturette 19, 22, 25-27, 30-38, 41, 44, 46,
165 Simca-Gordini 65, 82, 88, 98, 121, 158 50, 53, 55, 57, 83, 91, 104, 121, 169
Portello 7, 14-16, 18, 23-24, 27-28, 30, 42, Siracusa 134 Volker, Bernhard 12
44, 49, 53, 56, 58, 62, 64, 69-70, 72, 77, Sommer, Raym ond 31, 33, 37-42, 44,
99, 103, 111, 154, 159, 162, 169-172 63-64, 66, 68, 70-73, 77-78, 81, 83, Wakefield, Johnny 63
Portello Crypt 170-171, 175 88-89, 92, 101, 103, 109, 113-114, 130 Walker, Peter 154
Posillipo 33 South Curve 158 Walker, Ted 12
Power, Tyrone 166 Spa 44, 50, 81-82, 114, 143-145, 153, 172 Ward, Michael 12
Pozzi, Charles 66 Spa 24 H ours 33, 39, 47 Ward, Phil 12
Prix de Berne 37, 53, 55 Spagg, Carol 179 W hitehead, Peter 100-101, 116, 125-126,
Spanish Civil War 17, 23 138, 163
R am poni, Giulio 14 Spanish Grand Prix 21, 163, 165, 173 Williams 63
Rangoni, Lotario 57 Sparken, Mike 12, 17, 25, 27, 30, 37, 56, 97, W imille, ‘C ric’ 95
R aph 7 0 ,7 2 169, 175-176, 179-181 Wimille, Jean-Pierre 13,31—3 3 ,3 7 —38,
Reim s 31, 50, 83-85, 88-89, 115-118, 127, Special Operations Executive 62 63-72, 74, 77-98, 115, 157, 169
143, 145-146, 149-154, 156 Spoltore 53
Reynolds, John 13 Sports Car Graphic 9 Yugoslav Grand Prix 44
R icart, W ifredo 11, 13, 18, 23-26, 43-44, Squadra Argentina 100
46, 49, 55-56, 60, 62, 70, 174 Stabilimenti Farina 46 Zanardi, Augusto 74, 106, 120, 146, 168
Riccardo, Sir H arry 13, 44, 49-50, 60 Staniland, Chris 31 Zandvoort 119
Righetti, Ferdinando 45, 89 Stokes, Jim 12, 136, 173-175, 179-180 Zehender, Freddy 70

192