Juan Manuel Fangio
Born | Balcarce, Argentina | 24 June 1911
---|---|
Died | 17 July 1995 Buenos Aires, Argentina | (aged 84)
Formula One World Championship career | |
Nationality | Argentine |
Active years | 1950–1951, 1953–1958 |
Teams | Alfa Romeo, Maserati, Mercedes, Ferrari |
Entries | 52 (51 starts) |
Championships | 5 (1951, 1954, 1955, 1956, 1957) |
Wins | 24 |
Podiums | 35 |
Career points | 245 (277 9⁄14)[a] |
Pole positions | 29 |
Fastest laps | 23 |
First entry | 1950 British Grand Prix |
First win | 1950 Monaco Grand Prix |
Last win | 1957 German Grand Prix |
Last entry | 1958 French Grand Prix |
Personal details | |
Children | 3 |
Juan Manuel Fangio (Spanish: [ˈxwan maˈnwel ˈfaŋxjo], Italian: [ˈfandʒo]; 24 June 1911 – 17 July 1995),[1] was an Argentine racing driver. Nicknamed El Chueco ("the bowlegged" or "bandy legged one") or El Maestro ("The Master" or "The Teacher"), he dominated the first decade of Formula One racing, winning the World Drivers' Championship five times.[2]
From childhood, he abandoned his studies to pursue auto mechanics. In 1938, he debuted in the newly-formed Argentine stock car racing series Turismo Carretera, competing in a Ford V8. In 1940, he competed with Chevrolet, winning the Grand Prix International Championship and devoted his time to the Turismo Carretera becoming its champion, a title he successfully defended a year later. Fangio then competed in Europe between 1947 and 1949, where he achieved further success.
One of the winningest drivers in Formula One history, he made his debut in the inaugural Formula One season to become a pioneer of the sport. He went on to win the World Drivers' Championship five times—a record that stood for 46 years—making him the only driver in F1 history to win titles with four different teams: Alfa Romeo (1951), Maserati (1954 and 1957), Mercedes-Benz (1954 and 1955), and Ferrari (1956).[b] He holds the highest winning percentage in Formula One at 46.15%, winning 24 of 52 Formula One races he entered.[4] Additionally, Fangio also holds the record for the highest pole percentage at 55.77%, achieving 29 pole positions from 52 entries.[5] Fangio is the only Argentine driver to have won the Argentine Grand Prix, which he won four times in his career, more than any other driver. He is also the only Argentine to win the World Drivers' Championship.[6][7]
After retirement, Fangio presided as the honorary president of Mercedes-Benz Argentina from 1987, a year after the inauguration of his museum, until his death in 1995. In 2011, on the centenary of his birth, Fangio was remembered around the world and various activities were held in his honor.
Early life
Fangio's grandfather, Giuseppe Fangio, emigrated to Buenos Aires from Italy in 1887. Giuseppe managed to buy his own farm near Balcarce, a small town near Mar del Plata in southern Buenos Aires Province, Argentina, within three years by making charcoal from tree branches. Giuseppe brought his family, with his 7-year son Loreto, later the racing driver's father, to Argentina from the small central Italian town of Castiglione Messer Marino in the Chieti province of the Abruzzo region. His mother, Herminia Déramo, was from Tornareccio, slightly to the north. Fangio's parents married on 24 October 1903 and lived on farms, where Herminia was a housekeeper and Loreto worked in the building trade, becoming an apprentice stonemason.[8]
Fangio was born in Balcarce on 24 June 1911,
Fangio started his education at School No. 4 of Balcarce, before transferring to School No. 1 and 18 Uriburu Av.[10] When Fangio was 13, he dropped out of school and worked in Miguel Angel Casas auto mechanics' workshop as an assistant mechanic.[citation needed] When he was 16, he started riding as a mechanic for his employer's customers. He developed pneumonia that almost proved fatal,[citation needed] after a football game where hard running had caused a sharp pain in his chest. He was bed-ridden for two months, cared for by his mother.[12]
After recovering, Fangio served compulsory military service at the age of 21. In 1932 he was enlisted at the Campo de Mayo cadet school near Buenos Aires. His driving skills caught the attention of his commanding officer, who appointed Fangio as his official driver. Fangio was discharged before his 22nd birthday, after taking his final physical examination. He returned to Balcarce where he aimed to further his football career. Along with his friend José Duffard he received offers to play at a club based in Mar del Plata. Their teammates at Balcarce suggested the two work on Fangio's hobby of building his own car, and his parents gave him space to do so in a rudimentary shed at the family home.[12]
Early racing career
After finishing his military service, Fangio opened his own garage and raced in local events. He began his racing career in Argentina in 1936, driving a 1929
During his time racing in Argentina, he drove Chevrolet cars and was Argentine National Champion in 1940 and 1941. One particular race, the 1940 Gran Premio del Norte, was almost 10,000 km (6,250 mi) long, one that Fangio described as a "terrible ordeal". This rally-style race started in Buenos Aires on 27 September, and ran up through the Andes and Bolivia to Lima, Peru, and then back to Buenos Aires, taking 15 days, ending on 12 October with stages held each day. This horrendously gruelling race was held in the most difficult and varied conditions imaginable—drivers had to traverse through hot and dry deserts, insect-ridden jungles with crushing humidity, and freezing cold and sometimes snowy mountain passes with 1,000 feet (300 m) cliff drops at extremely high altitude sometimes in total darkness, all on a mixture of dirt and paved roads. Early in the race Fangio hit a large rock and damaged the car's driveshaft, which was replaced in the next town. Later on at an overnight stop in Bolivia one of the townspeople crashed into Fangio's car and bent an axle—he and his co-driver spent all night fixing it. Following this repair the fan blade got loose and punctured the radiator, which meant another repair before it was later replaced. They drove 150 miles (240 km) through scorching desert with no water, and during a night stint the headlights fell off and they were secured with his co-driver's necktie. The weather in the mountains was so cold that Fangio drove with his co-driver's arms around him for hours. These mountainous routes in Bolivia and Peru sometimes involved going up to altitudes of 14,000 feet (4,300 m) above sea level—a 40 percent reduction of air thickness, making breathing incredibly difficult and the engine being severely down on power. When Fangio finally got out of the mountains and back to Buenos Aires, after traversing all these external challenges, he had won the race, which was his first big victory.[14]
In 1941, he beat
In October 1948, Fangio however suffered a personal tragedy in another gruelling race, this time
Formula One and sports car racing
Overview
Fangio was the oldest driver in many of his Formula One races, having started his Grand Prix career in his late 30s. During his career, drivers raced with almost no protective equipment on circuits with no safety features. Formula One cars in the 1950s were for the time not only fast, but very physically and mentally demanding to drive; races were much longer than today and demanded incredible stamina. Tyres were very narrow and cross-ply, and far less forgiving; treads often stripped in a race, and spark plugs fouled. The drivers wore goggles with cloth helmets up to 1952, where from that year on helmets were made mandatory, so they wore pie-shaped crash hats made of paper-mache. The cars had no seatbelts, no roll-over protection, no bodywork to contain the driver (up until 1954) and the front-engined layout of these cars meant that the heated air from the engine and the gearbox would often blast the bodies of the drivers for the hours of the race, with the driveshaft spinning between their legs, and there were, of course, no electronic aids or computer intervention. At the end of a GP, drivers often suffered blistered hands caused by heavy steering and gear changing, and their faces were sometimes covered in soot from the inboard brakes. Despite Fangio's short career, he was one of the top GP drivers in history, rivalling Tazio Nuvolari.[citation needed]
Fangio had no compunction about leaving a team, even after a successful year or even during a season, if he thought he would have a better chance with a better car. As was then common, several of his race results were shared with teammates after he took over their car during races when his own had technical problems. His rivals included Alberto Ascari, Giuseppe Farina and Stirling Moss. Throughout his career, Fangio was backed by funding from the Argentine government of Juan Perón.[19]
World championship successes
Fangio's first Grand Prix race was the
Alfa Romeo and Monza accident
For the first World Championship of Drivers in
Fangio won three more championship races for Alfa in 1951 in the Swiss, French and Spanish Grands Prix, and with the new 4.5-litre Ferraris taking points off his teammates Farina and various others, Fangio took the title at the final race in Spain, finishing six points ahead of Ascari at the Pedralbes street circuit. Fangio also finished second at the British Grand Prix at Silverstone after his horrendously fuel-inefficient Alfa had to make two lengthy pit stops for fuel, and he finished second at the German Grand Prix at the Nürburgring after he lost first and second gear in his Alfa during an intense battle with Alberto Ascari.[21][18][19][20]
With the
Maserati and sports car racing successes
In Europe, and back to full racing fitness in
He also competed in one of the most dangerous and prestigious races in Europe: the
Mercedes-Benz
In 1954 Fangio raced for Maserati until Mercedes-Benz entered competition in mid-season. He won his home Grand Prix in Buenos Aires and at Spa with the iconic 250F. Mercedes-Benz's first race was the French Grand Prix at the fast, straight dominated Reims public road circuit, and he won the race with the streamlined, closed-wheel W196 Monoposto- a car that although difficult to drive was ahead of its time. Fangio spent the race battling with teammate Karl Kling down Reims's long straights. Fangio failed to win at Silverstone, with the closed-wheel car designed for straight-line speed struggling at the high speed corner-dominated circuit. Fangio got the more nimble open-wheeled W196 for the Nürburgring, and won the race, as he did at Bremgarten and then at Monza, the latter with the streamlined car. Monza was a particularly brutal race in that Alberto Ascari had turned up with the new Lancia, and young British up-and-comer Stirling Moss in a private Maserati was also competitive during the race. Ascari and Moss both passed Fangio and raced each other hard until Ascari dropped out with engine problems. Moss's engine blew up near the end of the race and Fangio took victory. Winning eight out of twelve races (six out of eight in the championship) and winning his second championship in that year, he continued to race with Mercedes—driving a further developed W196 with improved performance in 1955 in a team that included Moss.
For 1955, Fangio subjected himself to a training programme which was strenuous in an effort to keep up his fitness levels high which was comparable to his younger rivals. He won a particularly brutal race at the Gran Premio de la República Argentina. This race was run in Buenos Aires during a gruelling 40 °C (104 °F) heat wave, and with track temperature of over 57 °C (135 °F) few drivers other than Fangio were able to complete the race. The W196's chassis had heated up and Fangio's right leg rubbed against the chassis structure, but even after receiving severe burns he kept going; it took him three months to recover from his injuries. 1955 also saw Fangio attempt the Mille Miglia again, this time without a navigator, driving a Mercedes-Benz 300 SLR. After leaving at 6:58 a.m., the car's advanced engine began developing problems when he got to Pescara. The Mercedes mechanics apparently found nothing, and sent him off. Fangio was losing time to Moss and Hans Herrmann, and when he got to Rome the engine was still not running smoothly. Again Fangio was sent away by the mechanics. And when he got to Florence, a few loud bangs were heard, so the mechanics raised the bonnet and they found that one of the fuel injection pipes had broken, so Fangio's 300 SLR was running on seven cylinders instead of eight; this could not be repaired and Fangio drove all the way back to Brescia with a misfiring engine, finishing in 2nd behind Moss. Fangio later surmised that Mercedes felt he could not win the race without a navigator so they did not put as much effort behind preparing his car as they did with the car of Moss, who had a navigator. At the end of the second successful season (which was overshadowed by the 1955 Le Mans disaster in which 83 spectators were killed, an accident which happened right in front of and nearly killed him) Mercedes withdrew from racing and after four attempts, Fangio never raced at Le Mans again. [23][18] A number of races were cancelled after this race except for Britain and Italy (which both already had circuits with new and updated safety facilities), which he finished in second in the former and won the latter, allowing him to win his third world championship. Mercedes's last race was the Targa Florio sportscar race, which Mercedes needed to win in order to beat Ferrari and Jaguar to the title; the German firm had skipped the first two races in Buenos Aires and Sebring, Florida. Fangio, driving with Kling finished second to Moss and Peter Collins, allowing Mercedes to win the title by two points over Ferrari.
Last years with Ferrari and Maserati
In 1956 Fangio moved to Ferrari to win his fourth title. Neither Enzo Ferrari nor the Ferrari team manager Eraldo Sculati had a warm relationship with Fangio, despite their shared success with the very difficult-to-drive Ferrari-developed Lancia car. Fangio took over his teammate's cars after he suffered mechanical problems in three races, the Argentine, Monaco and Italian Grands Prix. In each case the points were shared between the two drivers. After the Monaco Grand Prix, where Fangio struggled with the ill-handling Lancia-Ferrari he asked Ferrari if he could have one mechanic exclusively for his car, as Ferrari did not have his mechanics assigned to any of the cars, as Mercedes had. Ferrari granted Fangio's request, and the performance of Fangio's car improved substantially. In addition to winning in Argentina, Fangio won the British and German Grands Prix at Silverstone and the Nürburgring. At the season-ending Italian Grand Prix, Fangio's Ferrari teammate Peter Collins, who was in a position to win the World Championship with just 15 laps to go, handed over his car to Fangio. They shared the six points won for second place, giving Fangio the World title.[20]
"I have never driven that quickly before in my life and I don't think I will ever be able to do it again."
—Fangio after the 1957 German Grand Prix[24]
In 1957 Fangio returned to Maserati, who were still using the same iconic 250F which Fangio had driven at the start of 1954. Fangio started the season with a hat-trick of wins in Argentina, Monaco and France, before retiring with engine problems in Britain. He also won the 12 Hours of Sebring sportscar race in America driving a Maserati 450S with Jean Behra for the second year running. But at the Grand Prix after Britain, the German Grand Prix at the Nürburgring circuit, Fangio needed to extend his lead by six points to claim the title with two races to spare. From pole position Fangio dropped to third behind the Ferraris of Mike Hawthorn and Collins but managed to get past both by the end of the third lap. Fangio had started with half-full tanks since he expected that he would need new tyres halfway through the race. In the event Fangio pitted on lap 13 with a 30-second lead, but a disastrous stop left him back in third place and 50 seconds behind Collins and Hawthorn. Fangio came into his own, setting one fastest lap after another, culminating in a record-breaking time on lap 20 a full eleven seconds faster than the best the Ferraris could do. On the penultimate lap Fangio got back past both Collins and Hawthorn, and held on to take the win by just over three seconds.[25] With Musso finishing in fourth place, Fangio claimed his fifth title. This performance is often regarded as one of the greatest drives in Formula One history, and it was also Fangio's final victory in the sport.[18][19][20] Fangio's record of five championships remained unbroken until 2003, when Michael Schumacher won his sixth championship.
After his series of consecutive championships he retired in 1958, following the French Grand Prix. Such was the respect for Fangio that during that final race, race leader Hawthorn, who had lapped Fangio, braked as he was about to cross the line so that Fangio could complete the 50-lap distance in his final race; he crossed the line over two minutes down on Hawthorn. Getting out of the Maserati after the race, he said to his mechanic simply, "It is finished." He was famous for winning races at what he described as the slowest possible speed, in order to conserve the car to the finish. Cars in the 1940s and 1950s were unpredictable in their reliability, with almost any component susceptible to breaking. He won 24 World Championship Grands Prix, 22 outright and two shared with other drivers, from 52 entries – a winning percentage of 46.15%, the highest in the sport's history (Alberto Ascari, who has the second-highest, holds a winning percentage of 40.63%). Both drivers were already experienced Grand Prix drivers before the world championship started.[18][19]
Kidnapping
President Fulgencio Batista of Cuba established the non-Formula One Cuban Grand Prix in Havana in 1957. Fangio won the 1957 event, and had set fastest times during practice for the 1958 race. On 23 February 1958, two gunmen of Fidel Castro's 26th of July Movement entered the Hotel Lincoln in Havana and kidnapped Fangio. Batista ordered the race to continue as usual while a crack team of police hunted down the kidnappers. They set up roadblocks at intersections, and guards were assigned to private and commercial airports and to all competing drivers.[26][27][28]
Fangio was taken to three separate houses. His captors allowed him to listen to the race via radio, bringing a television for him to witness reports of a disastrous crash after the race concluded. In the third house, Fangio was allowed his own bedroom but became convinced that a guard was standing outside the bedroom door at all hours. The captors talked about their revolutionary programme, which Fangio had not wished to speak about, as he did not have an interest in politics. He later said: "Well, this is one more adventure. If what the rebels did was in a good cause, then I, as an Argentine, accept it."[28] He was released after 29 hours, after being "treated very well".[29][30]
The captors' motives were to force the cancellation of the race in an attempt to embarrass the Batista regime. When Fangio was handed over to the Argentine embassy soon after the race, many Cubans became convinced that Batista was losing his grip on power because he failed to track the captors down. The
Later life and death
In the early 1950s, Fangio was involved in a road accident when he was forced to swerve to avoid an oncoming truck. The car, a Lancia Aurelia GT clipped a pole, spinning twice and threw Fangio out, which led him to sustain grazed elbows. One passenger stated the incident was the first time Fangio had been so terrified.[34]
When Fangio attended the 1958 Indianapolis 500, he was offered $20,000 to qualify in a Kurtis-Offenhauser by the car's owner, George Walther, Jr (father of future Indy 500 driver Salt Walther). Fangio had previously attended the 500 in 1948 at which time he expressed his interest in competing the race. However, he was unable to qualify with a car that did not work properly. Walther allowed Fangio to stand aside (before a contract with BP came to light), still he did not want another driver to take over Fangio's position.[35]
During the rest of his life after retiring from racing Fangio sold Mercedes-Benz cars, often driving his former racing cars in demonstration laps. Even before he joined the Mercedes Formula One team, in the mid-1950s, Fangio had acquired the Argentine Mercedes concession. He was appointed President of Mercedes-Benz Argentina in 1974, and its Honorary President for Life in 1987.
Fangio served as the flagman for the Argentine Grand Prix from 1972 to 1981, and for NASCAR's Winston 500 in 1975.
Fangio was the special guest of the 50th anniversary
At the beginning of the 1980s, Fangio underwent successful bypass surgery to correct a heart condition.[37] He had also been suffering from kidney failure for some time before his death.[11]
In 1980, Konex Foundation granted him the Diamond Konex Award as the best Sportsman of the decade in Argentina. In 1981 Fangio travelled to Monza for the Italian Grand Prix, where he was reunited with his Tipo 159 Alfa Romeo from 1951 and the 1954 Lancia D50 for a couple of demonstrative laps. For the event Fangio was joined by old friends and fellow racers, including Toulo de Graffenried, Luigi Villoresi and Giorgio Scarlatti as well as former Alfa Romeo managers from the 1950s Paolo Marzotto and Battista Guidotti.[38]
Following his retirement, Fangio was active in assembling automotive memorabilia associated with his racing career. This led to the creation of the Museo Juan Manuel Fangio, which opened in Balcarce in 1986.[39]
Fangio was inducted into the
In 1990, Fangio met Ayrton Senna, a Brazilian three-time world champion, who genuinely felt the encounter reflected the mutual affection of both drivers.[41]
Fangio died in Buenos Aires in 1995, at the age of 84 from kidney failure and pneumonia; he was buried in his home town of Balcarce. His pallbearers were his younger brother Ruben Renato ("Toto"), fellow racing icons Stirling Moss and Jackie Stewart, compatriot champions José Froilán González and Carlos Reutemann, and the president of Mercedes-Benz Argentina at the time.[42]
Personal life
Fangio was never married, but he was involved in a romantic relationship with Andrea Berruet, with whom he broke up in 1960.[43] They had a son named Oscar 'Cacho' Espinosa (1938) who was acknowledged as the unrecognised son of Fangio in 2000.[44] Five years later, in 2005, Rubén Vázquez (1942) also claimed to be the son of Fangio through a relationship with Catarina Basili, whom Fangio had dated during a brief separation from Berruet. In July 2015, an Argentine court ruling ordered exhumation of Fangio's body after Espinosa's and Vázquez's claims to be the unacknowledged sons of the former race car driver.[45] In December 2015, the Court confirmed that Espinosa was indeed Fangio's son,[46] and in February 2016, it was confirmed that Rubén Vázquez was also Fangio's son.[47] In June 2016, a DNA analysis concluded that Juan Carlos Rodríguez (1945) was the brother of Espinosa on paternal side with a 97.5% certainty. He was born from another brief relationship with Susana Rodríguez, who was 16 years old at the time. Fangio's paternity was ratified in May 2021 with a 99.9997% probability.[48]
His nephew, Juan Manuel Fangio II, is also a successful racing driver.
Legacy
"You must always strive to be the best, but you must never believe that you are."
—Juan Manuel Fangio[49]
Fangio's record of five World Championship titles stood for 46 years before German driver Michael Schumacher surpassed it in 2003. Schumacher said, "Fangio is on a level much higher than I see myself. What he did stands alone and what we have achieved is also unique. I have such respect for what he achieved. You can't take a personality like Fangio and compare him with what has happened today. There is not even the slightest comparison."[50][51] When Lewis Hamilton equaled Fangio's five titles in 2018 he praised Fangio calling him the "Godfather of our sport".[52]
In October 2020, The Economist ranked champion drivers by the relative importance of car quality to driver skill.[53] According to this ranking, Fangio is Formula 1's best driver of all time. In November 2020, Carteret Analytics used quantitative analysis methods to rank Formula One drivers. According to this ranking, Fangio is Formula 1's best driver of all time.[54] Similar mathematical analysis has also placed Fangio as the greatest of all time, once the era of racing was considered.[55]
In his home country of Argentina, Fangio is revered as one of the greatest sportsmen the nation has ever produced. Argentines often refer to him as El Maestro, el mejor,[56][57] which translates into The Master, the best one.
The first
"What he did in his time is something that was an example of professionalism, of courage, of style and as a man, a human being. Every year there is a winner of the championship, but not necessarily a world champion. I think Fangio is the example of a true world champion"
—Ayrton Senna[58]
Six statues of Fangio, sculpted by Catalan artist Joaquim Ros Sabaté, stand at race venues around the world: Puerto Madero, Buenos Aires; Monte Carlo, Monaco; Montmeló, Spain; Nürburgring, Germany; Stuttgart-Untertürkheim, Germany; and Monza, Italy.
The Museo Juan Manuel Fangio was established in Balcarce (Fangio's birthplace) in 1986.
Argentina's largest oil company,
Racing record
Career highlights
Post-World War II Grandes Épreuves results
(key)
Year | Entrant | Chassis | Engine | 1 | 2 | 3 | 4 | 5 |
---|---|---|---|---|---|---|---|---|
1948 | Equipe Gordini | T11
|
L4
|
MON | SUI | FRA Ret |
ITA | GBR |
1949 | Automóvil Club Argentino
|
4CLT/48
|
L4 s
|
GBR | BEL Ret |
SUI | FRA Ret |
ITA |
Source:[155]
|
Complete Formula One World Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)
Year | Entrant | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | WDC | Pts[a] |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
1950 | Alfa Romeo SpA
|
158
|
L8 s
|
GBR Ret |
MON 1 |
500 | SUI Ret |
BEL 1 |
FRA 1 |
ITA Ret* |
2nd | 27 | ||||
1951 | Alfa Romeo SpA
|
Alfa Romeo 159
|
L8 s
|
SUI 1 |
500 | BEL 9 |
FRA 1* |
GBR 2 |
GER 2 |
ITA Ret |
ESP 1 |
1st | 31 (37) | |||
1953 | Officine Alfieri Maserati | Maserati A6GCM | L6
|
ARG Ret |
500 | NED Ret |
BEL Ret* |
FRA 2 |
GBR 2 |
GER 2 |
SUI 4* |
ITA 1 |
2nd | 28 (29 1⁄2) | ||
1954 | Officine Alfieri Maserati | Maserati 250F | L6
|
ARG 1 |
500 | BEL 1 |
1st | 42 (57 1⁄7) | ||||||||
Daimler Benz AG | Mercedes-Benz W196 | L8
|
FRA 1† |
GBR 4† |
GER 1 |
SUI 1 |
ITA 1† |
ESP 3 |
||||||||
1955 | Daimler Benz AG | Mercedes-Benz W196 | L8
|
ARG 1 |
MON Ret |
500 | BEL 1 |
NED 1 |
GBR 2 |
ITA 1† |
1st | 40 (41) | ||||
1956 | Scuderia Ferrari | Ferrari DS50 2.5 V8 | ARG 1* |
MON 2* |
500 | BEL Ret |
FRA 4 |
GBR 1 |
GER 1 |
ITA 2* |
1st | 30 (33) | ||||
1957 | Officine Alfieri Maserati | Maserati 250F | L6
|
ARG 1 |
MON 1 |
500 | FRA 1 |
GBR Ret |
GER 1 |
PES 2 |
ITA 2 |
1st | 40 (46) | |||
1958 | Scuderia Sud Americana | Maserati 250F | L6
|
ARG 4 |
MON | NED | 14th | 7 | ||||||||
Novi Auto Air Conditioner | Kurtis Kraft 500F | L8 s
|
500 DNQ |
|||||||||||||
Juan Manuel Fangio | Maserati 250F | L6
|
BEL | FRA 4 |
GBR | GER | POR | ITA | MOR |
* Shared drive.
† Car ran with streamlined, full-width bodywork.
Complete non-championship Formula One results
(key) (Races in bold indicate pole position; Races in italics indicate fastest lap)
Formula One records
Fangio holds the following Formula One records:
Record | Ref | |
---|---|---|
Highest percentage of wins | 46.15% | [156] |
Highest percentage of pole positions | 55.77% | [157] |
Highest percentage of front row starts | 92.31% | |
Oldest World Champion | 46 years, 41 days | [158] |
World Champion with most teams | 4 | [159] |
Complete 24 Hours of Le Mans results
Year | Team | Co-Drivers | Car | Class | Laps | Pos. | Class Pos. |
---|---|---|---|---|---|---|---|
1950 | Automobiles Gordini | José Froilán González | Gordini T15S | S3.0 | 95 | DNF | DNF |
1951 | Louis Rosier | Louis Rosier | Talbot-Lago T26C | S5.0 | 92 | DNF | DNF |
1953 | S.P.A. Alfa Romeo | Onofre Marimón | Alfa Romeo 6C 3000 CM | S5.0 | 22 | DNF | DNF |
1955 | Daimler Benz AG
|
Stirling Moss | Mercedes-Benz 300 SLR | S3.0 | 134 | DNF | DNF |
Complete 12 Hours of Sebring results
Year | Team | Co-Drivers | Car | Class | Laps | Pos. | Class Pos. |
---|---|---|---|---|---|---|---|
1954 | Scuderia Lancia Co. | Eugenio Castellotti | Lancia D24 | S5.0 | 51 | DNF | DNF |
1956 | Scuderia Ferrari | Eugenio Castellotti | Ferrari 860 Monza | S5.0 | 194 | 1st | 1st |
1957 | Maserati Factory | Jean Behra | Maserati 450S | S5.0 | 197 | 1st | 1st |
Complete 24 Hours of Spa
Year | Team | Co-Drivers | Car | Class | Laps | Pos. | Class Pos. |
---|---|---|---|---|---|---|---|
1953
|
S.P.A. Alfa Romeo | Consalvo Sanesi | Alfa Romeo 6C 3000 CM Spider | S | 5 | DNF | DNF |
Complete Mille Miglia results
Year | Team | Co-Drivers/Navigator | Car | Class | Pos. | Class Pos. |
---|---|---|---|---|---|---|
1950 | Augusto Zanardi | Alfa Romeo 6C 2500 Competizione | S+2.0 | 3rd | 3rd | |
1952 | Giulio Sala | Alfa Romeo 1900 Sprint | GT2.0 | 22nd | 7th | |
1953 | S.P.A. Alfa Romeo | Giulio Sala | Alfa Romeo 6C 3000 CM | S+2.0 | 2nd | 2nd |
1955 | Daimler Benz AG
|
Mercedes-Benz 300 SLR | S+2.0 | 2nd | 2nd | |
1956 | Scuderia Ferrari | Ferrari 290 MM | S+2.0 | 4th | 4th |
Complete Carrera Panamericana results
Year | Team | Co-Drivers/Navigator | Car | Class | Pos. | Class Pos. |
---|---|---|---|---|---|---|
1953 | Scuderia Lancia | Gino Bronzoni | Lancia D24 Pinin Farina | S+1.6 | 1st | 1st |
Indianapolis 500 results
Year | Chassis | Engine | Start | Finish | Team |
---|---|---|---|---|---|
1958 | Kurtis Kraft | Novi | DNQ | Novi Auto Air Conditioner |
See also
Notes
- ^ a b Up until 1990, not all points scored by a driver contributed to their final World Championship tally (see list of points scoring systems for more information). Numbers without parentheses are Championship points; numbers in parentheses are total points scored.
- ^ Fangio competed in the 1954 Argentine and Belgian Grands Prix with Maserati, then completed the 1954 Formula One season with Mercedes, making him also the only driver in F1 history to win a championship driving for more than one team in the same season.[3]
References
- ^ Joseph Siano (18 July 1995). "Juan Manuel Fangio, 84, Racer Who Captured 5 World Titles". The New York Times. p. B6. Archived from the original on 9 July 2021. Retrieved 9 July 2021.
- ^ "Juan Manuel FANGIO". statsf1.com. Archived from the original on 12 February 2010. Retrieved 31 October 2018.
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Further reading
- Gerald Donaldson. Fangio: The Life Behind the Legend. Virgin Books. ISBN 978-0753518274
- Karl Ludvigsen. Juan Manuel Fangio: Motor Racing's Grand Master. Haynes Manuals Inc. ISBN 978-1859606254
- Pierre Menard & Jacques Vassal. Juan-Manuel Fangio: The Race in the Blood. Chronosports. ISBN 978-2847070453
External links
- Juan Manuel Fangio Website
- Statistical analysis of drivers, 1950–2013
- Maserati Celebrates Fangio
- Juan Manuel Fangio Museum (in Spanish)
- Amigos de Fangio (in Spanish)
- Juan Manuel Fangio at IMDb