Giuseppe Farina will not participate in the car races scheduled for next February in Argentina. The World Champion had accepted, as known, the invitation extended to him by the German Mercedes team to drive a 3000 cc supercharged car in the two races scheduled in South America. He was supposed to fly to Buenos Aires in early February. His teammates would have been the Germans Kling and Lang. The three cars have already been shipped by sea. Now, Farina is canceling his tour in Argentina. It appears that the sudden decision is due to last-minute disagreements with Mercedes regarding the fulfillment of the original agreements. These differences arise from the pressures of the Argentine Automobile Club on the formation of the Mercedes team. The German team expressed regret to the World Champion for the new development following the Argentine intervention. What might be the cause? Most likely, the Argentines have, at the last moment, made it a condition for the German participation and perhaps the conduct of the races, the concession of one of the three Mercedes to their protege Fangio. This would change the entire situation as a new element in the original agreements between Farina and Mercedes. Whether this thesis is plausible or not will be known when the Argentine organizers announce the name of the driver who will replace Farina at the wheel of the Mercedes. The two Argentine car races preceding the Pan American Games in Buenos Aires are imminent. The Buenos Aires race will take place in the famous Palermo Park. The track is winding, so the acceleration and brakes will work a lot, as far as road holding is concerned. Fangio's Mercedes, along with the Germans Lang and Kling, can reach speeds around 400 km/h: for the Buenos Aires race, Engineer Kosteietzki has had gears with a maximum of 250 km/h applied to the three cars. It is known that Fangio has become the representative of Mercedes in Argentina, and the South Americans cannot even imagine that he can be defeated. Imagine if they could bear the sight of a victory by Lang, who has a decent knowledge of Grand Prix racing. Propaganda and commerce will go hand in hand in Palermo Park, and the Argentine season this year will be important solely as a test of the modernized Mercedes. Buenos Aires is perhaps just a stop for the Germans on their way to the mammoth Indianapolis race, very suitable for the three German cars.
The occasional combination of Fangio-Mercedes also sparks imagination until the day the Germans have a car to compete in European Grand Prix as well. The German temperament favors secrecy, and it is not predictable when this will happen: perhaps due to the exhaustion of the current race formula to build new cars, or perhaps on March 11, 1951, in Syracuse with old cars (the 1500 cc) modernized, although this second hypothesis seems rather unlikely. Unless the attempt is made earlier, and in a different direction. Let it be said that the two Cisitalia Grand Prix cars emigrated to Argentina with the new Autoar industry are already painted in Peron's colors. They were designed by a mind like that of Engineer Porsche. If it is possible to bring the suitable technicians to South America, the Argentines would be happy. They would have their idol Fangio in an Argentine car, whether it's a Mercedes or an Autoar, thus solving the old problem of whether it is worth entrusting the fastest Italian car to a foreign driver. Meanwhile, sports news is forced to deal with accusations against Giuseppe Farina. Some Argentine sportsmen are evidently exaggerating. The recent events of Farina being hired by Mercedes for the two races in February in South America and then being left out because the Argentine Automobile Club wanted Fangio to drive the Mercedes are known. No races otherwise. The telegrams sent from Buenos Aires by the sports director of Mercedes, one in Italian to Farina and one in German to the Milan representative, speak clearly and document the facts, as the director of Mercedes explained them to Farina. He, of course, did not hide his disappointment and said that these are at least unpleasant things. Now the sports director of the Argentine Automobile Club comes forward, accusing Farina of telling inaccuracies and threatening to report him to the international federation. The congress of the Federation is near; it will be held on February 17, 1951, in Brussels. Farina has the telegrams and letters from Mercedes. It will be interesting to see the documents that the president of the Argentine Auto Club will present to prove his statements contrasting with the telegrams from Mercedes. Time will tell. The one who is right always ends up receiving justice. Therefore, the verdict of the Federation is awaited. Meanwhile, it can be told as follows: Farina himself was already trying to bring the matter before the Federation; something similar happened to the French champion Rosier, excluded without reason from the Argentine races.
The president of the Argentine Auto Club and - as far as is known - Farina himself, Mr. Borgonono, who vouched as a sports official for the payment of two million, the price of a car sold on credit by Farina in Argentina a few years ago. No one responded, despite the refreshers of memory that the World Champion sent by letter to South America. Farina says:
"At least they should give me what is due to me. Instead, now I have to defend my good sporting name and my honor".
Fangio will then come to Europe to win with cars offered to him by the Italians. Fangio is very good, and perhaps he is not involved in these situations that certain overly enthusiastic compatriots create for him. On Tuesday, February 13, 1951, Mercedes will support Farina and say that they are ready to compensate him. The issue between Farina, Mercedes, and the Argentine Automobile Club is taking shape as more details come to light. This leads to a new chapter, based on the compensation offered by the German company to the Italian driver, a fact that clearly proves (if there was still any need) the good reasons of the Italian pilot. Farina's protests when the promised car was assigned to Fangio have a significant impact in Argentina, so much so that the Argentine Automobile Club, learning about it, held a press conference with the precise intention of refuting, in its own way, a telegram that Giuseppe Farina had sent. The secretary of that Automobile Club, Borgonovo - did not read - during the meeting - the telegram but instead had Mr. Neubauer, special envoy of Mercedes in Peron's land, speak; and the words of the German, at least according to the translation into the Argentine language, gave a rather accommodating version of what had happened. There were three Mercedes competing in the two races on February 18 and 25, 1951. The German company, hoping that Alfa Romeo would send two of its cars, with Farina and Fangio, initially established Caracciola, Lang, and Kling as drivers. Then Caracciola fell ill, and Farina was considered, with whom there was a meeting in Paris. A meeting - Neubauer specified - without written commitments, so much so that when the Argentine Automobile Club officially requested Fangio, accompanied by a more advantageous financial proposal, Mercedes did not feel bound by any commitment with Farina. And if Farina got angry, he did worse, spreading the news to the Italian press. Apart from a few minor details, seasoned with ironic comments, the friendly chat ended with Neubauer's explanation, so unconvincing that it required a supplement, made up of additions and necessary clarifications. Leaving aside Farina's telegram, which focused on a three-million debt of the Argentine Automobile Club with the Italian champion, speaking of the issue itself, Farina was approached by Mercedes representatives on December 1, 1950. After an exchange of views with Alfa Romeo executives (who, among other things, offered him two million as compensation, provided the pilot refused the tour), the agreement was finalized based on a fee of five million plus travel expenses. The news was communicated to Mercedes, which authorized its release to the press. In Paris, then, the Turin driver had a meeting with Neubauer, who, promising to write to Stuttgart to arrange the sending of the regular contract to Italy, advised Giuseppe Farina to think about the plane ticket and personal insurance. This latter was indeed done, and for which Farina paid, in advance, 720.000 lire. Then came the big refusal and, as a final consequence, the communication with which Mercedes - through Neubauer - gave the Italian pilot a version very different from that of Buenos Aires. The telegram reads as follows:
"I traveled to Buenos Aires by plane in advance for clarifications. Here the situation has completely changed due to the lack of participation of two Alfettas. The Argentine Automobile Club pays us only for the entry of two cars, as previously agreed. The registration of a third car is only accepted without financial assistance. The club demands that a car be granted to Fangio; otherwise, he could not participate, causing this inconvenience, the suspension of the races. Fangio's entry is also categorically desired by our representative in Buenos Aires since Fangio will be the vice-representative of Mercedes Benz from next Saturday. Finding my factory unable due to the situation to provide the uniform you desired on the one hand, with the order that our two drivers participate, I find myself regretfully compelled to consider what we discussed regarding the start in Argentina as inconclusive. I kindly ask you to understand our forced situation. Please acknowledge receipt of this telegram at my telegraphic address Aguirre Baiers - Neubauer".
With the addition that Mercedes honestly proposed compensation, even inviting Farina to go to Stuttgart to discuss the matter in person. The World Champion sent a letter to the ACI, delegating the issue to the International Sports Commission in Brussels. On February 18, 1951, Farina went to Brussels to discuss, after which he went to Stuttgart where, on February 22, 1951, he had a meeting with Dr. Aspel, the general manager of Mercedes. The next day, from Argentina, Juan Manuel Fangio made some statements of great interest. Fangio, after recalling his intention to participate in the Buenos Aires race with a Ferrari (Mercedes was imposed on him by the Argentine Automobile Club), confirmed that he still considered himself under the employment of Alfa Romeo, to which he maintained his gratitude.
"I would like my friendship with Farina to continue, which I value greatly. I would truly be sorry if this dispute were to even slightly affect it".
This news caused great surprise and discomfort among Italians and, to tell the truth, even among many Argentinians, and it was believed to be inaccurate. Therefore, it was expected that the Argentine Automobile Club, to protect its good name, would hasten to publish a formal denial to defend itself from this accusation that implicated its responsibility. The denial did not appear. And when the Argentine Automobile Club was asked for clarification, the authorities closed themselves off in a suspicious silence. Everyone had to conclude that Farina's statement corresponded to the truth. Some newspapers here went even further; they suggested the possibility that a second Mercedes would be entrusted to another Argentine, leaving one of the two German drivers destined to drive them stationary. The news currently has no official confirmation but indicates a trend. Italian sports enthusiasts and those around the world were astonished by this intervention by organizing authorities, as it implies that drivers chosen not by the leaders of the automotive factories but by local authorities who organize the races would sit behind the wheel of the considered most powerful machines in the absence of Alfa Romeos. Indeed, it is a typically Argentine phenomenon that can only be explained by the truly fanatical fervor that motor racing arouses here. Road races, on often primitive roads, have revealed drivers astonishing in their audacity and skill, reaching incredible speeds at the cost of life often. Fangio, the idol, was born on these roads and has become a kind of national emblem. Fangio is not to blame for this; he is a very talented young man, modest, generous, the son of two emigrants from Pescara, thus typically Italian. But around him, an atmosphere of heated passions has been created since his European campaign in 1949, where he won various important races.
Since then, Fangio has been nailed to the need to always win. In the Argentine races last year, he had no luck, but mostly due to his own admirers. Here he cannot race with the calm and skill he has always demonstrated in Europe; he is forced to race in the lead, at any cost, because the champion must win from start to finish, i.e., without ever giving up the lead. This often compromises the mechanical means subjected to excessive stress. Some of his misfortunes last year were blamed by some on unfair maneuvers by Ascari and Villoresi, and it will be remembered that Farina, who was certainly not dangerous with his Maserati, was even the target of an attack. In the 1950 European season, Fangio, accompanied by a whole radio team that illustrated his races for local enthusiasts, was on the verge of winning the World Championship thanks to Alfa Romeo; indeed, the Argentines already considered his primacy a given. The events at Monza, however, saw Farina triumph. This was a great disappointment for the Argentines. And if in the upcoming Argentine races Farina appeared here at the wheel of a more powerful car than Fangio's, not only would the disappointment be even greater, but it could lead to unfortunate incidents. It is difficult to contain the exuberance of a crowd of fanatics, still poorly disciplined to suppress their impulses. It is something that must be considered to understand a gesture that Europeans may find incompatible with sportsmanship. It is logical that Farina suffered from this and did not hide his bitterness, especially since Fangio had been his loyal teammate in many competitions, and the Italians had made the most generous gesture towards Fangio, pulling Taruffi out of the car during the race to allow Fangio to try to win the World Championship. But Fangio is not to blame; it is the circumstances that have arisen. And Farina must be glad to have avoided the repetition of incidents probably more serious than those of last year if fate had favored it.
It can be observed that it would have been more appropriate to leave one of the two German drivers in Europe instead of the World Champion. It may be, but it must also be remembered that the Mercedes are German cars, and the Germans have been watching others race for ten years, so it is human that, deciding to return to racing, they want to see their champions at the wheel of their cars. And it will be with them now that Fangio will have to deal with on the local circuits. On Tuesday, February 13, 1951, the board of directors of the CSAI and representatives of the major Italian racing companies met in Modena, namely Fiat, Alfa Romeo, Ferrari, Maserati, Osca, Stanguellini, Lancia, and Abarth. The main topic of the Brussels International Congress, scheduled for Wednesday, January 17, 1951, was examined: the conduct regarding the race formula that will come into effect from 1953. Currently, as known, the Grand Prix formula is based on the following choices: a 1500 cc engine with a supercharger, or an engine up to 4500 cc without a supercharger. Meanwhile, the Italian Sports Commission received the complaint from Giuseppe Farina against the president of the Argentine Automobile Club, Mr. Borgonovo, for the statements made by the latter about Farina's non-participation in the upcoming South American races. The complaint and documentation will be brought by the Italian Commission to the International Commission during the World Congress of Italian Sport. It will be remembered that Borgonovo publicly defined as false the news that the Argentine Automobile Club imposed the Argentine Fangio on the German Mercedes instead of Farina driving one of the three cars entered in the Buenos Aires races. On Wednesday, February 14, 1951, Ascari and Villoresi visit Farina and talk to the World Champion about the issue of the Argentine Automobile Club, agreeing with their fellow countryman in defining the behavior of South American organizers as very unfair. For his part, the World Champion, who also read the apparently conciliatory statements by Juan Manuel Fangio in the newspapers, declares that he has nothing more to add to the matter. Regarding future activities, Ascari says he has committed in principle to Ferrari for 1951, while Villoresi, still resting after the well-known incident, will wait to make a decision. Since August 1939, Mercedes has not participated in a race: on Sunday, February 18, 1951, it resumes in Buenos Aires, on a new circuit traced in Palermo Park, after twelve years.
It is not difficult to predict that the return to sports competitions of the old and glorious Stuttgart House will coincide with a victory. The three German cars, entrusted to Lang, Kling, and Fangio, although old and certainly not updated with the latest achievements in racing automotive technology, should have nothing to fear against Maseratis and Ferraris, and even less against Talbots, entrusted to private drivers and probably not excessively prepared. The Mercedes are those of the 1937-39 formula, that is, three liters in displacement; they have a 12-cylinder engine with two superchargers that develop a power of at least 160 horsepower higher than that of the 1500 and 2000 Italian cars present in Buenos Aires, where they will race with the so-called free formula, i.e., with cars without a displacement limit. Therefore, Mercedes will win because it is inconceivable that for such a challenging comeback, its cars are not perfectly prepared, to avoid surprises. Mercedes will win, and Fangio should win, at least that's what the Buenos Aires enthusiasts want, and unfortunately, also the no less fervent local organizers. The very recent Farina-Argentine Automobile Club-Mercedes controversy is highly indicative of a chauvinistic spirit that certainly does not honor sports. It is hoped that the latter is not further humiliated by team orders that open the way to victory for the very skilled Juan Manuel Fangio. Because the German Ermanno Lang is not exactly a newcomer, who before the war was one of the greatest drivers of the time, winner of three Tripoli Grand Prix, for those who know what this means. Anyway, the name of the winner is relatively interesting. In the test laps, the Mercedes are the fastest, and Lang and Fangio take turns setting the best time in the trials. The only one who could keep up with the trio of favorites is the Argentine Oscar Galves, who will drive a Ferrari 2-liter with a supercharger. But it is clear that the absence of Italian official drivers and cars, and the atmosphere spoiled by the casualness of the thoughtless directors of Buenos Aires, makes this year's Argentine season appear rather minor. In 1960, the first two races, always held at Parco Palermo, saw Ascari first and then Villoresi victorious. Fangio's fans couldn't get over it: this time it will be easy to forget the bitterness. Or maybe not, since the Peron Grand Prix is not won by one of the three powerful Mercedes-Benz of Fangio, Lang, or Kling, as universally predicted, but by the Argentine Gonzalez with the Ferrari. The race is 45 laps.
Lang remains in the lead for 22 laps, while Fangio stops at the pits for 20s to change the spark plugs. During the 22nd lap, Gonzalez, amidst the enthusiasm of the immense crowd, overtakes Lang. At the end of the 34th lap, the Argentine has a 56-second advantage over the German, but at this point, Gonzalez has to make a pit stop, and Lang regains the lead. After one lap, Lang also stops at the pit, and positions are reversed again. Gonzalez remains in the lead until the end of the race, winning with a 17-second lead over Lang. Fangio is unable to catch up with Lang and has to settle for fiercely and unsuccessfully chasing the top two in the standings. The second event of the season for the racing aces is scheduled for Monday, March 26th, in Pau, a climatic station in the Pyrenees known to tourists for its beautiful castle where Henry IV was born, to gamblers for its casino, and to motorsport enthusiasts for its difficult and winding race circuit. Last year, Fangio, in his second victory, couldn't even reach an average speed of 100 km/h in his fastest lap. Pagani, who led among the motorcyclists, beating Masetti, barely touched 95 km/h. This year, Fangio will be absent from Pau, as Alfa Romeo will enter the race after the Sanremo Grand Prix on April 22. The current World Champion, Giuseppe Farina, announces his presence at the wheel of the supercharged Maserati, with which he competently and privately raced on March 11th in Syracuse. The winner of the Sicilian race, Luigi Villoresi, along with teammates Ascari and Serafini, will again represent Ferrari, which will enter the race with three cars, including an experimental 2500 cc. Given the layout of the Pau circuit, characterized by difficult curves and short straights, it is likely that Farina will defend better than in Syracuse.
However, the task remains tough due to the significant power difference (100 horsepower) of their respective cars, suggesting that the four and a half liters of Ascari and Villoresi should easily prevail, also due to the mandatory pit stops for refueling of Farina's Maserati. France will be represented by Trintignant, Manzon, Simon with Simca, and Rosier, Louveau, Levegh with Talbot. The race covers a distance of 304 km. In the meantime, engineer Taruffi achieves a new success, breaking the record of the English Colonel Gardner. On the Terracina strip, Taruffi surpasses 313 km/h in one pass. The new record in the category (up to 2000 cc) now belongs to Italy, with an average speed of 298 km/h over a mile and 290 km/h over a flying kilometer. Taruffi's vehicle, designed by the pilot himself, is ingenious and original, with a double fuselage in lightweight metal, multiple-chain final drive, and independent wheels. Steering is not done with the usual steering wheel but with levers that also act on the tail rudders based on aerodynamic laws. The engine is a Maserati 1760 cc four-cylinder with twin superchargers. The whole vehicle weighs seven and a half quintals. The wind has greatly hindered Taruffi's attempts, but in the end, the tenacity and passion of the Roman engineer have prevailed. However, the long-distance duel between him and Gardner for the new record is just beginning. It is learned that the Englishman is already ready to try to lower the times set in Terracina as soon as the construction of the car with similar characteristics to the one he used in September 1950 to set the record broken by Taruffi is completed. Taruffi, for his part, has publicly declared that he is not entirely satisfied with the tests, albeit victorious, announcing his intention to improve them. It is not excluded that the new attempt will be made shortly, either in Terracina or in Pescara. Many enthusiasts were present at the tests, including Napoli's center-forward, Amadei, who warmly congratulated Taruffi, declaring afterward:
"Speed fascinates me, but I could never march at 300 km/h".
On Saturday, March 24, 1951, official tests begin on the challenging Pau circuit for the car and motorcycle races scheduled for Sunday and Monday. There are very few doubts about the outcome of the most important race: unless there are mechanical incidents or a surprising upset, the winner of the Easter Monday Grand Prix can only be Villoresi or Ascari. Their 4,500 cc Ferrari cars without superchargers are the latest and successfully tested in motorsport: second in Monza last September, first, second, and third in Barcelona, perfected and made more powerful during the winter, and finally victorious in this year's debut in Syracuse. Until Alfa Romeo decides to return to the competition, it is not worth talking about the defeat of opponents or revenge. The disproportion of means is too great. For now, Ascari and Villoresi's Ferraris are racing on their own, whether they reach the end of the race or not.
It is understood, therefore, that the World Champion, Giuseppe Farina, competes in Pau not only as a hypothetical opponent of Ascari and Villoresi in the Grand Prix but also in the Formula 3 car race with half-liter engines. This race will take place on Sunday afternoon, between the two motorcycle competitions. Closed in the Monday Grand Prix, the Turin ace will drive a Cooper 500 in the race and will have as his main opponent the specialist Harry Schell (Cooper). One might ask: why does Farina, the World Champion, agree to compete in the Grand Prix knowing that his skill, courage, and his modest 1500 cc Maserati with two superchargers can do nothing against the overwhelming power of Ascari and Villoresi's Ferraris? The need to stay in shape, sports passion, and the more than legitimate convenience of not being absent from races explain why the World Champion's missed successes are not defeats. The return of Alfa to the races seems decided, starting from the Sanremo Circuit (April 22). Only then can we talk about comparisons and revenge between Villoresi and Ascari and Farina (Fangio will also be there). Meanwhile, Ferrari continues its powerful racing program, considering all the most important races. In the meantime, it does not forget that the new formula (2500 cc with supercharger) will come into effect soon. In Pau, as in Syracuse, an experimental 2500 cc Ferrari will also race. In the Sicilian competition, Serafini took it to second place. It is possible that the experimental car in the city of the Pyrenees will also prevail over the Talbots, Simcas, and Maseratis. The circuit is difficult, and the average speed does not reach 100 km/h. The total distance is 304 kilometers. On Monday, March 26, 1951, in the French automotive season opening with the Pau Grand Prix, the Italian industry triumphs. The race, which takes place in front of an enormous crowd scattered over the 2.700 meters of the winding circuit that the fifteen competitors must cover 110 times, includes the names of Italian drivers and cars as the main protagonists. If Villoresi triumphs at the end of the tough race, securing a very important victory, his teammate, the unlucky Ascari, forced to retire on lap 50, and the World Champion Giuseppe Farina, severely limited by the lower power of his Maserati, are with him the main figures of the competition.
The victory is, on the other hand, the confirmation of all the hopes that Ferrari placed in the 4500 cc naturally aspirated engine. These cars brilliantly pass a tough test because the race requires drivers to exert a hard effort and the mechanical components (gearboxes, clutches, brakes) to undergo continuous and intense work due to the numerous and difficult curves. A magnificent sun, after the bad weather of the preceding days, favors the progress and success of the great competition. From the early laps, Ascari and Villoresi alternate in the lead, marching at an average of about 94.5 km/h. Farina, who also had an excellent start, has to stop on the fourth lap, and the Turin driver will resume with a lap behind Ascari and Villoresi, who continue to lead the race as they please. Indeed, only one opponent is able to offer some resistance to their clear supremacy, and that is the French champion Rosier, on a Talbot; at the end of lap 50, he is 1'11"0 behind the two Italians, separated by only a few seconds. De Graffenried on Maserati occupies the fourth place, one lap behind; then follow more detached: Giraud, Etancelin, and Farina. Meanwhile, there are several retirements. A new twist occurs during the 46th lap: Ascari, who has controlled Villoresi up to this point, does not pass in front of the timekeepers' post, and the loudspeaker informs that the Milanese is stopped on the circuit. Serafini has also retired during lap 56, while Giuseppe Farina, pushing despite the initial misfortune, tries the impossible to recover some of the lost ground. His fantastic finish will indeed bring him to third place in the overall standings after having been, at a certain moment, the tail light of the competition, which in its last hour of development has had no more history. It should be noted that Farina had to refuel the car halfway, losing more time. Villoresi laps all opponents except Rosier, who valiantly resists him until the end without letting himself be overtaken. The Italian ace thus achieves a well-deserved victory - the second this year - which, coming after the terrible accident that happened to him last year in Geneva, restores renewed confidence in himself. Thus, the first two international races of the season, in Syracuse on March 11 and today in Pau, have been won by Villoresi. On Sunday, April 8, 1951, Luigi Villoresi continues his lucky streak in the Marseille Grand Prix reserved for Formula 1 cars. At the start, Ascari (Ferrari) immediately jumps to the first position; behind him, in order, are the Frenchman Manzon (Simca), the Englishman Stirling Moss (H.W.M.), the Frenchman Trintignant (Simca), while Serafini (Ferrari) temporizes in mid-positions.
At the halfway point of the race, the positions are essentially unchanged. During the 70th lap, the Ferrari car, in approaching the Rose Curve, skids, crashing into the straw barriers. The driver does not suffer injuries, but his car is no longer able to continue the race. Manzon also retires, so Simon, who was third, rises to first place. Villoresi's great offensive begins then. The Italian driver manages to overtake Simon, also benefiting from a brief stop by the latter at the box. In the last laps, Villoresi convincingly maintains his leading position. Warm applause greets the new victory of the Milanese driver who, admirable for sportsmanship or great resilience, has returned to racing with a triple success - Siracusa, Pau, and Marseille - after the accident last summer that kept him in the hospital for a long time. Serafini finishes fifth. After hosting the motorbike riders, on Sunday, April 22, 1951, Sanremo awaits the racing aces for the most prestigious Formula 1 race that will take place in Ospedaletti. Especially from a technical standpoint, the upcoming race offers points of great interest. Ascari and Villoresi's 4500 cc Ferrari cars will gain valuable experience. Also important is the test with the experimental 2560 cc Ferrari assigned to Serafini; the Maranello team is already thinking about the not-so-distant future when the new formula will come into effect and is wisely conducting tests directly in races, which are the most truthful laboratory. Another notable technical attraction is the debut of the new 4600 cc Osca of the Maserati brothers, triumphant in its debut at Goodwood with Bira at the wheel, who will also drive it in Sanremo. In the meantime, Ascari and Villoresi are finalizing the preparation of their powerful 4500 cc non-supercharged Ferraris at the Autodromo di Modena before embarking, along with the technical staff and mechanics of the Emilian team, for the Riviera. The two drivers arrive in Sanremo as protagonists, as the superiority of their cars over those of other competitors and their class seem to leave little hope of success for the brave opponents. The contest for the first place logically appears reserved, barring surprises, for the two aces of the same team. Villoresi has won all the races he participated in this year: Siracusa, Pau, Marseille, Monza.
His return is splendid and a demonstration of his exceptional qualities of spirit and driving. Ascari had to settle for sharing the satisfaction of success in the Sestriere march with his inseparable friend Villoresi. While they belong to the same team, the seed of rivalry, a fair, frank, sporting but still alive and understandable, even necessary, rivalry exists between them. The opposite results achieved so far invigorate and actualize it, while the challenging Sanremo course will give it the tone of a perfect challenge; the most important goal will indeed be another affirmation for Ferrari, but the two brand companions will compete with each other to secure this nth team victory, the first for Ascari, the fifth for Villoresi in 1951. Meanwhile, Serafini will continue to test the experimental 2,500 cc Ferrari, in view of the entry into force of the new displacement formula. Additionally, the presence of the French champion Rosier with the "record" Talbot, which came second in Pau, just 1'35"0 behind Villoresi, the similarity between the challenging courses of these two races, the uncertainty of inconveniences on such a demanding terrain, and the resistance offered by the Talbot drivers, namely Claes, Louveau, Cabantous, will be the main elements that will properly frame the Villoresi-Ascari rivalry and add technical importance and a taste of competition to the Sanremo Grand Prix. Unfortunately, on Saturday, April 21, 1951, an accident disturbs the anticipation for the competition, but fortunately, this has no terrible consequences, thanks to the organization's care in preparing all the precautions to avoid them. The Belgian John Claes, driving one of the powerful 1,500 cc double-ignition Talbots, speeds at an average of over 100 km/h, and passing in front of the grandstand at the finish straight, he frantically signals with his arms to warn that he is no longer in control of the speed of his yellow bullet. At that moment, on the trajectory of the mad race, there is the protection device for the large curve consisting of numerous straw bales, behind which several cars were parked, including the personal one of the driver Whitehead, busy testing with Ferrari, which comes out damaged from the accident. Swiftly, without changing the direction of his car at all, Claes hits the straw barrier, producing a yellow cloud that makes the consequences of the incident temporarily invisible. Beyond the thick curtain, four bloodied bodies lie. Claes, having stopped his car against an obstacle, miraculously emerges unscathed from the driver's seat.
The mechanics from Ospedaletti, led by Antonio Cave in a Talbot, quickly locate the fault that caused the accident: the hydraulic brake oil pump that inexplicably drained of fluid and suddenly stopped working. Claes then recounts:
"On the straight, I was going very fast. I had just used the pre-selector to engage third gear in view of the curve when, requiring a slight decrease in speed for the maneuver, I noticed the absolute inefficiency of the pedal brake. I signaled my intention to save myself in the straw bales. I am saddened by what happened. For me, the race is over. This was not needed".
Then, tightly holding the cigarette offered by the mechanic between his lips, he rushes to the phone to call Brussels. His mother, when she learns of the accident, had already spoken to her son. As for the conditions of the injured, the most serious, Antonio Cavestri, after being admitted with a diagnosis of a skull fracture, dies the next day after an agonizing night. His wife, also hospitalized, appears in improved conditions: for the fracture of the left clavicle and the bruises found by the medical staff, she is declared recoverable in thirty days, barring complications. The third injured, Giovanni Testori, 30 years old from Cozzano (Novara), is in serious condition due to the resulting brain concussion. The prognosis is being kept confidential by the medical staff. Speaking of the technical aspect of the race, the results of the official trials confirm the clear dominance of the team of three Ferrari 1500 cc cars driven by Villoresi, Ascari, and Serafini. Unless there are mechanical problems, the success of the Maranello team seems to be the most likely result. In excellent form, Villoresi completes the fastest lap at an average speed of 108.256 km/h driving a car like the one that triumphed on March 11 in Syracuse. Ascari, with the new double-ignition Ferrari, completes the lap in 1'56"1. Serafini follows, while the Swiss Fischer confirms his good performance on Thursday: with the 2550 cc Ferrari, he completes the lap in 1'59"1. Following are Rosier with the special Talbot and Prince Bira with the 4500 cc Osca. The other drivers do not go below two minutes, and it is difficult for them to compete for the top spot. The race tomorrow afternoon, valid as the second round of the absolute Italian championship, promises significant technical insights, especially regarding the behavior of Ascari's new Ferrari. In the final trials, Ascari's best time is precisely with the brand-new 4500 cc double-ignition Ferrari; this result equals an average speed of 108.043 km/h and sets the new absolute record for the Sanremo circuit.
Villoresi, on a Ferrari of the type that triumphed in Syracuse and Pau, records a time of 1'53"0. Serafini, the third driver of the Ferrari team, with a car identical to Villoresi's, completes the lap in 1'55"3. For Sunday's race, which will take place over a total of 304.300 km, the forecast remains largely favorable to the new Ferrari, the most powerful and modern among the cars on the track, although some drivers have hinted at the possibility of a brave defense. The Swiss de Graffenried on the 1500 cc Maserati unexpectedly inserts himself into the ranking between Villoresi and Serafini with a time of 1'55"2. Seventeen drivers will start the race on Sunday, with Claes and Branca absent. On Sunday, April 22, at 3:00 p.m., the Sanremo Grand Prix begins. The group of seventeen cars starts thunderously, and Ascari tackles the first curve after the straight. Bira, pressed by other competitors, collides with a low wall and punctures the radiator, and after five laps in the last position, he remains without water and retires. Thus, the race is immediately deprived of one of the most anticipated technical debates: the comparison between the Ferrari team and the new 4500 Osca engine of the Siamese Prince. The three Ferraris dominate the race, with Ascari pursued by Villoresi a few seconds behind, while Serafini takes hold of the third position and, although losing a few seconds per lap, manages to dominate the group of opponents following the Maranello cars. Even the faint hopes that de Graffenried could compete with the Ferrari team vanish soon, as his 1500 cc Maserati is unable to fight for the lead, and the driver prefers to settle for the fourth position. Fischer follows in fifth place, with his experimental model 2550 cc Ferrari. Adding that on the fifth lap Ascari beats Bira's record (which had stood for two years), most of the real race is already told. The competition lasts for 90 laps, three hours, but competitively, the show ends after a quarter of an hour when the success of the Ferraris seems already certain. However, there is still some excitement for the 20.000 people present. During the 16th lap, the English driver Parnell collides with the guardrail of the penultimate curve, shattering a wheel of his Maserati. The car remains stuck on one side of the road and immovable until the end of the race.
Another episode to mention concerns de Graffenried. While Ascari, Villoresi, and Serafini continue undisturbed their march at an average speed always higher than that of Fangio, winner on Alfa Romeo last year, de Graffenried loses the fourth position having to stop first for refueling, during the 32nd lap, and shortly after to change the spark plugs. He is thus overtaken by Fischer, Henry Shell's 1500 cc Maserati, and Cabantous' Talbot, and then, on the 60th lap, he is forced to retire due to new problems with the spark plugs. Two more laps, and the biggest twist of the race occurs. Villoresi is still in second place but slows down the pace a bit, so Ascari accumulates about half a minute of advantage over him from the 35th lap. Then, during the 62nd lap, Villoresi grazes Parnell's car, stopped at the penultimate curve. In the next lap, he fails to avoid it, collides with it, and crashes into the protective straw bales. The driver is unharmed, but his Ferrari comes out of the accident with a broken radiator and can barely be driven back to the pit. With Villoresi retired, the day has no more history: the order remains unchanged until the final finish, with Ascari first, Serafini second, Fischer third, and Shell fourth. Serafini is the only one not doubled by Ascari, thanks also to the latter's stop at lap 75 (about one minute) for a precautionary oil refill. It's worth mentioning that the competition was neither vibrant nor could be, given the absence of Alfa Romeo and Bira's accident. However, this circuit allowed Ascari to test, finally securing his first victory of 1951 after a series of misfortunes, with the new Ferrari 4500 cc dual-ignition engine. The debut of this engine, especially in terms of endurance, couldn't have been better. After the Sanremo race, there's speculation about whether Alfa Romeo will participate in the next World Championship. Experiments and tests at Monza are rumored, but Giuseppe Farina, the team's number one driver, is uncertain about the team's future in racing. On Sunday in Sanremo, Guidoni, the factotum of the Alfa Romeo racing department, was seen, presumably observing the Ferraris that, in the absence of strong competitors, won, giving the impression of a leisurely stroll. The conclusions drawn were these: Fangio won comfortably last year with an average speed of almost 96 km/h, while this time Ascari, with the brand-new dual-ignition Ferrari, covered the same 304 kilometers of the Grand Prix at an average speed of over 103 km/h. If Alfa Romeo decides to defend its title - as many suggest - there will be a balanced situation, favoring the beauty of the races and technical progress.
Competitions teach many things to mechanical enthusiasts, especially when machines are pushed to their limits. The World Championship will start on Sunday, May 27, 1951, with the Swiss Grand Prix. There are rumors of a general test of Alfa Romeo on May 5 at Silverstone, while Ferrari has chosen the 4500 cc displacement solution without a supercharger, allowing for long distances without refueling. The Silverstone event on May 5 is not a Grand Prix; it will be a short race that won't favor the Ferrari 4500 cc. The Maranello team with Ascari, Villoresi, and Serafini will instead participate in the Mille Miglia, taking place on Sunday, April 29, 1951. Ascari broke the streak of misfortune in Sanremo, and his triumphant march was good training and an excellent prelude to the journey from Brescia to Rome and back. There was no Farina, who would compete in Bordeaux on Sunday with his Maserati 1900 cc, although it should be noted that in a championship race, the presence of the Italian champion would have been appropriate. Shortly after sunset on Saturday, April 29, 1951, the departures for the Mille Miglia will begin on Viale Rebuffone, concluding just before dawn on Sunday. About 400 cars will start, properly spaced between groups and classes throughout the night, the great night of passion that all of Brescia awaits and fears, breathes and loves, from one year to the next. The slower cars will start first, followed gradually by the faster ones, up to the racing cars, ensuring close finishes on Sunday afternoon. The departure time is a first novelty of the Mille Miglia: there will be a three-hour advance on the traditional schedule, distributing the nighttime darkness more evenly among all participants and better exploiting the nocturnal quietness amid ordinary traffic. A second novelty this year is the route, which roughly returns to that of the early editions but in the opposite direction, eliminating the annoying sun glare on the return trip along the dangerous Venetian straights. Specifically, the itinerary is as follows: Brescia, Verona, Padua, Ferrara, Ravenna, Forlì, Rimini, Ancona, Pescara, Terni, Rome, Viterbo, Siena, Florence, Bologna, Piacenza, Cremona, Brescia. It covers 1564 kilometers, with a good thousand on rough roads, along the coast or hills of the Apennines, making it overall challenging and with a rather low average speed. The third new element is the admitted cars. In the major category, no changes were possible, as Sports cars are integral to the Mille Miglia; they marked its birth and proliferated thanks to this race.