The Dangerous Life of Juan Manuel Fangio

They Call Him 'El Maestro' for a Reason

article courtesy of Grandprixhistory.org, with excerpts from Erik Shilling of Jalopnik,
edited by James Karthauser

Stories about Juan Manuel Fangio, the one of the greatest Formula One drivers ever, are pretty well-trod at this point—there’s the famous 1957 German Grand Prix win, the fact that he was in his forties in his prime, the fact that he won 24 of the 51 grands prix he competed in. Less talked about is just how terrifying those races were.

Affectionately known as "bandy legs" by his many fans, Juan Manuel Fangio was born in Balcarce, Argentina the son of an Italian immigrant in 1911. After military service he opened his own garage and would race in local events. These "local" events were not the weekend meetings that occur all over England but long-distance races held over mostly dirt roads up and down South America. Fangio's first race at eighteen was in a Ford taxi. One particular race, which he won in 1940, the Gran Premio del Norte was almost 10,000 kilometres long. This race between Buenos Aires, up through the Andes to Lima, Peru and back again took nearly two weeks with stages held each day. No mechanics were allowed and any repairs would have to be completed by either the driver or co-driver at the end of each stage. Following many successes driving all makes of American modified stock cars; Fangio was sponsored by the government and sent to Europe to continue his career after the end of World War II. It was not until 1949 at the age of 37 that he achieved regular success on the European circuit. In 1950 he was given a drive at Alfa Romeo. Battling with his teammate Nino Farina he ended up in second place but the die had been cast.

The next year Fangio won the first of his five titles. 1952 saw him suffer his first major accident, at Monza, when he broke his neck and had to miss the rest of the season. The accident may have been caused by a promise Fangio had made to take part at the race in Monza after his race in Budapest. Because he missed the connecting flight he had to drive himself the whole night from Paris to Monza. Only half an hour before the race began he arrived and took up his starting position completely overtired. He had promised to race at Monza following a race in Belfast but due to missed connections he found himself driving all night from Paris only to arrive at the circuit one half hour prior to the race. Having to start from the back of the grid he made a rare mistake and the Maserati he was driving went into a big slide. Being extremely tired his reactions were not what they would normally have been and he could not regain control of the car before it hit an earthen bank and somersaulted in the air. Fangio was thrown out and would spend the next few hours hovering near death. The following year he returned at the wheel of a Maserati and finished the season in second place. Fangio always made it his policy to garner the loyalty of the team mechanics. He told them that they would receive ten percent of any winnings. During practice for the Italian Grand Prix he complained of a severe vibration but come race day the problem had completely disappeared. The mechanics had switched cars in the middle of the night and given Fangio's vibrating car to his teammate Bonetto.

In 1954 he moved to the Mercedes team and won his second World Championship. Fangio drove twelve Grands Prix for Mercedes winning eight times. This began a string of four straight titles. In 1955 he won a particularly brutal race at the Argentine Grand Prix. The three-hour race was run during a grueling heat wave. With a track temperature of over 135º few drivers other than Fangio were able to complete the race.

In 1957 the championship arrived at the German Grand Prix at the Nurburgring where it was generally acknowledge by the Grand Prix Circus that this would be Fangio's last season. He was determined to finish on top. Fangio and Hawthorn qualified one-two and the race looked set for an epic battle. The Maserati 250F Fangio drove in that German Grand Prix win made 270 horsepower from its six-cylinder, or enough to go nearly as fast as modern race cars (in a straight line, at least.) What was different was the downforce, tires, and brakes. The car produced little to no downforce, had far inferior brakes, and had tires that were as grippy as an ice cube.  Fangio started the race on half tanks and it was incumbent on him to build a large enough margin that would allow him to pit yet retained his lead. This he started to do, blistering the track at a record pace but Hawthorn and Collins in the Ferraris had other ideas. On the twelfth lap Fangio dove into the pits.

Even though everyone in the Maserati pits was prepared, the pit stop cost Fangio the lead when both Collins and Hawthorn thundered past. Finally the work was done and Fangio re-entered the fray. All seamed loss as Fangio was now 45 seconds behind the leading duo and few thought that even the great Fangio could make up this difference. Fangio was one of the few as he began chopping off large chunks of the gap to the leaders. In the Ferrari pit panic took hold as they pleaded for their drivers to go ever faster. Fangio would later say that he drove faster than he ever wanted to drive again. The lap record came tumbling down and he would soon be lapping at a faster average speed than that with which he had qualified! Both Collins and Hawthorn continued to race at a furious pace. Peter Lewis, the famous British journalist said that "he (Fangio) might almost have been pulling them backwards on the end of a rope for on the twentieth lap Fangio sliced eleven seconds off their lead. Fangio caught Collins first and passed him on the inside but the Englishman returned the favor and pushed Fangio back into third." The second time Fangio drew alongside and then slowly drew away. Just the Collins was hit in the eye by a stone thrown up by the Maserati's rear wheel but was saved by his goggles. Now it was Hawthorn's turn and still Fangio came on; actually driving straight on in one corner to force his way past Hawthorn. They would finish three seconds apart with Collins coming in third. The victory gave Fangio an unassailable lead in what would become his fifth and final World Championship.

So ended the maestro's greatest race. The Legendary racer had set nine lap records in his quest for victory, including seven in successive laps.  He said afterward that he had “conquered” the ‘Ring, and that the experience on the whole was absolutely terrifying.

“Even now, these many years later, I can feel fear when I think of that race,” he said. “Only I knew what I had done, the chances I had taken.
“The Nurburgring, you know, was always my favourite circuit, without any doubt. I loved it, all of it, and I think that day I conquered it. On another day, it might have conquered me, who knows? But I believe that day I took myself and the car to the limit - and perhaps a little bit more. I had never driven like that before, and I knew I never would again.”

Fangio had clinched the driver’s championship at the ‘Ring, and would only race four more F1 grands prix.

In 1958, driving his last race, the French Grand Prix he finished fourth and retired. His Maserati was not competitive that day and was about to be lapped by the race leader Mike Hawthorn. As a mark of respect for the great man known as "the maestro" by his peers Hawthorn braked and allowed Fangio to cross the line ahead of him. Getting out of the car after the race he said to his mechanic simply, "It is finished." Juan-Manuel Fangio was famous for winning a race at the slowest possible speed. His record of wins against starts will probably never be matched. 

Many consider Juan Manuel Fangio to be the greatest driver of all time. Several highly successful later drivers, such as Jim Clark, Alain Prost, Ayrton Senna and Michael Schumacher, have been compared with Fangio, however the qualities required for success, levels of competition, and racing rules have changed over time. His record of five World Championship titles stood for 45 years before German driver Michael Schumacher surpassed it in 2003. In his home country of Argentina, Fangio is revered as one of the greatest sportsmen the nation has ever produced. He lived until he was 84, but his memory and achievements live on, probaably embodied best by this quote:

You must always strive to be the best, but you must never believe that you are.
—Juan Manuel Fangio

At l'art et l'automobile, we follow racing, whether it be Formula, Indy or Le Mans, almost as if it were a religion.  And if one man were to be sanctified in the Church of Speed, it would be St. Fangio.   To celebrate a the life of El Maestro, we have gathered a selection of our Fangio Artwork and Memorabilia and are presenting them here to you.  Enjoy looking through the collection and tell us which ones you would like to own. Please Tour the gallery at arteauto.com, and perhaps add a piece to your collection.

All our best from the staff at l’art et l’automobile,

Jacques Vaucher

For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our WEBSITE. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.

And as always, be sure to Like and Share on Facebook, Follow us on Twitter, or share a photo on Instagram.

U.S. Grand Prix and Formula 1

After decades of trying, Formula One may finally be growing in America

written by Sophie Bearman and Mike Larson, edited by James Karthauser

For over 70 years, Formula One has been a premier global sport, with opulent, multi-day races held in countries across the world.

Formula One’s events are wildly popular — everywhere, that is, except for the United States. But that could be changing sooner than most think.

European roots

Italian racer Giuseppe Farina wins the world’s first Formula One Grand Prix in 1950. Photo courtesy of CNBC

Since its founding, Formula One has been an international organization.

The first world championship was held in 1950 at Silverstone in the United Kingdom. The winning driver, Italian racer Giuseppe Farina, drove a supercharged Alfa Romeo in front of 120,000 cheering spectators — including England’s reigning monarch, King George VI.

That European race set the stage for Formula One’s global presence, excluding America.

Headwinds in America

Formula One has a storied history in the United States. Mario Andretti sat on the pole for his first
 F1 start at Watkins Glen in 1968. Photo By Lat Photographic

Logistically, it’s hard to be a Formula One fan in America. Most of the races take place in Europe, so watching live events often means waking up at the crack of dawn. The U.S. also has its own motor sports to watch like IndyCar and NASCAR, which has been around since the 1940s.

Peter Habicht is the founder of Formula One's largest fan group in America, located in San Francisco. The group has about 2,500 members.

“We have a difficult time following a lot of the European races because they go on at about five in the morning, so it’s a challenging proposition to get a group together, usually at a sports bar, to watch a live start of a race,” said Habicht.

Unlike basketball or football, Formula One racing provides very few American drivers to cheer on: The last American to win a race was Mario Andretti, and that was at the Dutch Grand Prix in 1978.

“The sport, under prior stewardship, began to move wherever the money was the highest," said Leo Hindery, InterMedia Partners managing partner and a former race car driver.

"And that left Formula One in places like Kuala Lumpur, Malaysia, Bahrain, Abu Dhabi, Singapore, Shanghai, none of which is bad for the sport except for in the process of doing that, they neglected to maintain a footprint here in the United States,” said Hindery, a Formula One promoter.

In 2005, the U.S. Grand Prix didn't turn out as Formula One might have hoped. Media reports at the time called it a disaster. At the very last minute, fourteen cars were forced to withdraw due to safety concerns. Most fans left the event feeling disappointed and cheated of their money. The race they’d come to see didn’t deliver.

“It was a low point, for sure, in American Formula One history,” said Habicht.

Improving relations with the US

Ayrton Senna leads the field at the United States Grand Prix at Phoenix in 1989. Photo By Lat Photographic

Still, the future of Formula One in America may be getting brighter. Competitor NASCAR has had an undeniably rough few years, which could be a boon for Formula One. More importantly, Formula One has had a significant change in leadership: In early 2017, it was acquired by Liberty Media, a U.S. company, for $8 billion.

Formula One’s new CEO, Chase Carey, has high hopes for the sport in America, telling CNBC at the time of the acquisition that he wanted to make the races feel more like Super Bowl events with mobile content, and behind-the-scenes access available for fans.

“Put an organization in place that lets us make these events everything they can be, reaches out across digital media that we're not connecting to today [and] build a marketing organization that connects to fans [and] enables fans to connect to the sport,” said Carey.

One year later and expansion in America is already happening: a new Miami street circuit Grand Prix will be added to the calendar in 2019. The race would be in addition to the U.S. Grand Prix. Hindery predicted there will be a race in the Northeast, possibly New Jersey, within the next two to three years as well.

America's untapped market

Fans greet racer Lewis Hamilton of Mercedes and Great Britain during the United States Formula One
Grand Prix in 2017.  Photo courtesy of CNBC

There’s a lot of money to be gained from ticket sales, advertisers and sponsors in America. U.S. consumers shelled out $56 billion to attend sporting events in 2016, according to a study by CreditCards.com.

“You have 325 million people in the United States which, just in sheer numbers, is an audience you shouldn’t leave behind,” explained Hindery.

Formula One could use the economic boost. In 2012, FinanceAsia, a Hong Kong-based financial news publication, reported Formula One's valuation was $9.1 billion. That means over the four-year period between that valuation and the subsequent $8 billion purchase, it lost 12 percent of its value.

However, it’s not a sure thing that Formula One will catch on in the States. U.S. Grand Prix attendance fell in 2017 by 4.4 percent from the year prior. And there are no American drivers racing in Formula One this year.

But if there’s ever a time for Formula One to capture America’s hearts, it’s now. With NASCAR struggling and new American F1 leadership, it’s possible the pastime can make a permanent mark on U.S. soil.

U.S. Grand Prix history review as Austin prepares for Formula One

Stirling Moss at the 1960 United States Grand Prix at Riverside. Photo By Lat Photographic

On Sunday October 22nd, Formula 1 returns to the U.S. for the first time with the U.S. Grand Prix in Austin, Texas, at the brand new, world-class race track, the Circuit of the Americas.  Having resumed Formula 1 racing in 2007, bringing the sport back to the U.S. for the first time since 2007 at Indianapolis Motor Speedway, this race should be an enormous boon to the push for the sport in America.

Although F1 has had a long and at times troubled relationship with the American market, the sport also has a rich history here. Since 1950, the U.S. has hosted 62 F1 events, including races at Watkins Glen, Sebring, the streets of Detroit and several others. As some F1 fans prepare to head to Austin while others plan to watch the U.S. Grand Prix on television, here's a quick recap of F1 racing's American history.

1950-1960—Indianapolis 500: OK, technically this was not a traditional Formula One race, let alone a road-course race. But 11 times from 1950-1960, the Indianapolis 500 counted as a round of the world championship, with points scored at Indy adding to F1 drivers' season tally.

1959—Sebring: In 1959, the U.S. hosted two F1 races for the first time. In addition to the Indy 500, F1 added the United States Grand Prix to its schedule. The race, held at Sebring International Raceway in Florida, was the ninth and final round of the 1959 season.

1960—Riverside: In 1960, the United States Grand Prix moved from Sebring to the famous—and today much missed—Riverside International Raceway in Riverside, Calif. Promoters had a difficult time drumming up interest for the Sebring race the previous year, and had similar problems with the Riverside race. It wasn't until the following year when F1 moved to Watkins Glen International in upstate New York that American fans started to embrace Grand Prix racing.

1961-1980—Watkins Glen: After running the United States Grand Prix at two different venues in 1959 and 1960, the event finally found a somewhat permanent home in 1961. Originally, Daytona International Speedway was supposed to host the 1961 event, but an agreement couldn't be made. In the end, F1 went to Watkins Glen, where it remained for almost 20 years.

1976-1983—Long Beach: After a 16-year hiatus, F1 returned to the West Coast in 1976. Dubbed the United States Grand Prix West, the race found a home in Long Beach for seven seasons. The Long Beach races also marked the first time a city street circuit was used in the U.S., and the event is credited with having a major impact on turning the city around and increasing its desirability as a place to live. Of course, when F1 left after the 1983 race, Long Beach continued to host the CART World Series, and today hosts the Izod IndyCar Series and American Le Mans Series. But it was F1 that started the city's ongoing affair with auto racing.

1981-1982—Las Vegas: F1 left Watkins Glen after the 1980 running of the United States Grand Prix. The U.S. did continue to host the final race of the F1 season, but in Las Vegas. For two seasons, F1 participated in the Caesars Palace Grand Prix, which featured a surprisingly decent—if rather flat—track layout in the parking lot of the famous Las Vegas hotel. When F1 did not return to Las Vegas, the CART World Series added the race to its schedule in 1983 and 1984.

1982-1988—Detroit: The year 1982 marked the first and only time that three F1 races have appeared in the United States during a single season. In addition to races in Long Beach and Las Vegas, downtown Detroit hosted its own street race. The circuit was bumpy—no surprise to Michigan drivers—tight and demanding. Alas, F1 could not come to an agreement with the host city for 1989, whereupon CART once again added Detroit to its schedule.

1984—Dallas: Although this weekend's U.S. Grand Prix marks F1's first visit to Austin, the series is no stranger to Texas. In 1984, Fair Park in Dallas was converted to an F1 circuit to host the Dallas Grand Prix. The race turned out to be a one-off event, and it was plagued when high ambient temperatures caused the track surface to break apart. Drivers said it was the roughest circuit they had encountered, and the race was a significant physical challenge for the Grand Prix aces. Keke Rosberg won the race, but Nigel Mansell put on a memorable show by hitting a wall on the final lap, coming to a stop and attempting to push his car over the finish line. Instead he collapsed, exhausted by the heat on the rough circuit.

1989-1991—Phoenix: After the final race in Detroit in 1988, F1 wanted a new venue. It came down to either Laguna Seca in California and the streets of Phoenix, and Phoenix got the nod. From 1989-1991, the United States Grand Prix found its home in Arizona, and the first event, held in June, roasted drivers and spectators with temperatures exceeding 100 degrees. The organizers learned a lesson; Phoenix's next two races were held in March.

1992-1999—Hiatus: There were no F1 races held in the U.S. during this time period, and some began to wonder if the sport would ever return. And then along came Indianapolis . . .

The 2007 United States Grand Prix at Indianapolis Motor Speedway. Photo By Lat Photographic

2000-2007—Indianapolis: After a nine-year absence, F1 came back to the U.S. in a huge way and to much fanfare in 2000. The series returned to its American roots, racing at Indianapolis Motor Speedway, after then-Speedway boss Tony George invested millions to build a road course inside the world-famous oval. Not only that, but George dropped millions more to construct modern F1-spec garages, offices and a new pagoda and media center on the oval's front straight.

That first year, in 2000, the venue offered the largest F1 crowd in history as more than 250,000 fans flooded the giant facility, and it looked like a smash hit that would cement the series in the U.S.

However, the race—and F1 in particular—suffered major backlash in 2005 when cars using Michelin tires were forced to withdraw due to concerns their tires would fail on the Speedway's banking. With 14 entries using Michelins, that left only six cars on Bridgestone tires to start the race. Fans were not impressed.

Still, Indy hosted two more races, and though the crowds fell off significantly, the attendance was still strong compared to other F1 events around the world. Nevertheless, George found F1 boss Bernie Ecclestone's financial demands for 2008 too high to make a profit, and the U.S. bid goodbye to Grand Prix racing yet again.

U.S. Grand Prix Winners

2007, Indianapolis: Lewis Hamilton, McLaren-Mercedes

2006, Indy: Michael Schumacher, Ferrari

2005, Indy: Michael Schumacher, Ferrari

2004, Indy: Michael Schumacher, Ferrari

2003, Indy: Michael Schumacher, Ferrari

2002, Indy: Rubens Barrichello, Ferrari

2001, Indy: Mika Häkkinen, McLaren-Mercedes

2000, Indy: Michael Schumacher, Ferrari

1991, Phoenix: Ayrton Senna, McLaren-Honda

1990, Phoenix: Ayrton Senna, McLaren-Honda

1989, Phoenix: Alain Prost McLaren-Honda

1988, Detroit: Ayrton Senna, McLaren-Honda

1987, Detroit: Ayrton Senna, Lotus-Honda

1986, Detroit: Ayrton Senna, Lotus-Renault

1985, Detroit: Keke Rosberg, Williams-Honda

1984, Dallas: Keke Rosberg, Williams-Honda

1984, Detroit: Nelson Piquet, Brabham-BMW

1983, Detroit: Michele Alboreto, Tyrrell-Ford

1983, Long Beach: John Watson, McLaren-Ford

1982, Detroit: John Watson, McLaren-Ford

1982, Las Vegas: Michele Alboreto, Tyrrell-Ford

1982, Long Beach: Niki Lauda, McLaren-Ford

1981, Las Vegas: Alan Jones, Williams-Ford

1981, Long Beach: Alan Jones, Williams-Ford

1980, Long Beach: Nelson Piquet, Brabham-Ford

1980, Watkins Glen: Alan Jones, Williams-Ford

1979, Long Beach: Gilles Villeneuve, Ferrari

1979, Watkins Glen: Gilles Villeneuve, Ferrari

1978, Long Beach: Carlos Reutemann, Ferrari

1978, Watkins Glen: Carlos Reutemann, Ferrari

1977, Long Beach: Mario Andretti, Lotus-Ford

1977, Watkins Glen: James Hunt, McLaren-Ford

1976, Long Beach: Clay Regazzoni, Ferrari

1976, Watkins Glen: James Hunt, McLaren-Ford

1975, Watkins Glen: Niki Lauda, Ferrari

1974, Watkins Glen: Carlos Reutemann, Brabham-Ford

1973, Watkins Glen: Ronnie Peterson, Lotus-Ford

1972, Watkins Glen: Jackie Stewart, Tyrrell-Ford

1971, Watkins Glen: Francois Cevert, Tyrrell-Ford

1970, Watkins Glen: Emerson Fittipaldi, Lotus-Ford

1969, Watkins Glen: Jochen Rindt, Lotus-Ford

1968, Watkins Glen: Jackie Stewart, Matra-Ford

1967, Watkins Glen, Jim Clark, Lotus-Ford

1966, Watkins Glen: Jim Clark, Lotus-BRM

1965, Watkins Glen: Graham Hill, BRM

1964, Watkins Glen: Graham Hill, BRM

1963, Watkins Glen: Graham Hill, BRM

1962, Watkins Glen: Jim Clark, Lotus-Climax

1961, Watkins Glen: Innes Ireland, Lotus-Climax

1960, Riverside: Stirling Moss, Lotus-Climax

1959, Sebring: Bruce McLaren, Cooper-Climax



At l'art et l'automobile, we are Formula 1 fans of a ravenous nature, and wish to celebrate our love of the sport with you, as well as to assist you in your collecting of Formula 1 artwork and memorabilia.

Enjoy looking through the collection and tell us which ones you would like to own. Please Tour the gallery at arteauto.com, and perhaps add a piece to your collection.

Enjoy the Race,


Jacques Vaucher

For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our WEBSITE. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.

And as always, be sure to Like and Share on Facebook, Follow us on Twitter, share a photo on Instagram and read our Blogs.

They're Silver Arrows, Right...?

So that story you’ve heard about how silver became Germany’s national racing color? Not really true.

Daniel Strohl of Hemmings on Jun 4th, 2018, edited by James Karthauser

Pop open any book discussing Mercedes-Benz racing history and guaranteed that book will include the story about how, faced with overweight W25 racing cars, the Mercedes-Benz racing team decided to strip all the paint from the aluminum-bodied cars, thus setting the precedent for silver to become the German national racing color. Except, according to a handful of historians fighting corporate PR and decades of tradition, it’s all hokum.

“It’s a great story, and it would be nice if it were remotely true,” said Don Capps, a longtime member of the Society of Automotive Historians who plans to discuss the German racing silver origin myth in an upcoming talk at the International Motor Racing Research Center. “But one of the problems with auto racing history is that once these things become established, it gets really difficult to bother people with the facts.”

So let’s start with the facts. In October 1932, the directors of the Association Internationale des Automobile Clubs Reconnus – the forerunner to the Fédération Internationale de l’Automobile – decided that Grand Prix racing had become too fast and too dangerous so, rather than limit the size of competitors’ engines, they decreed a new formula for the 1934 season, essentially unlimited save for the 750 kilogram maximum weight, or about half the weight of most competitive race cars.

Theoretically, according to Louis Sugahara, who wrote and illustrated “Mercedes-Benz Grand Prix Race Cars, 1934-1955,” reducing vehicle weight meant reducing engine size in an era before widespread use of durable lightweight alloys for engines; AIACR officials had hoped the weight limit would cap engine sizes at about 2.5 liters. That size instead became a basement for engine displacement among the various competitors.

At first, Mercedes-Benz had no intention to join the fray. The automaker officially suspended its racing program in 1930 as the Depression took hold and as its SSK cars were nearing the limits of their potential. Alfred Neubauer, who helmed the racing program, reportedly considered leaving Mercedes-Benz to join his old colleague Ferdinand Porsche at Auto Union, but remained after Mercedes-Benz board chairman Wilhelm Kissel promised the company would soon return to racing.

That return came in 1933 after Jakob Werlin, who served as Mercedes-Benz’s liaison with the Nazi party, convinced the German Ministry of Transport to subsidize the company’s Grand Prix efforts to the tune of half-a-million Reichsmarks per year. Though that money would later be split between Mercedes-Benz and Auto Union, it still provided sufficient incentive for Mercedes-Benz engineers Hans Nibel and Max Wagner to begin work on a modern aerodynamic racing machine, the W25, powered by a 3.36-liter 32-valve supercharged double overhead-camshaft straight-eight located ahead of the driver.

As before, Neubauer led the racing team, and while he couldn’t get Rudolf Caracciola to immediately return to the team due to an injury, he did get Manfred von Brauchitsch, another proven Mercedes driver, to sign with the team again. Despite promising early tests, the W25 wouldn’t be ready to actually start a race until June 1934, when Neubauer and his team showed up at the Eifelrennen at Germany’s Nürburgring.

For purposes of illustrating the myth, here’s what Sugahara had to say about what transpired there:

On the eve of the race, the Mercedes team discovered that the weight of the W25 was one kilogram above the 750 kg regulation. Apparently, weight control had been neglected somewhat during the repeated modification work. On the night before the race, everyone was in a somber mood, as they all knew it would be almost impossible to shed one kilogram. It was then that von Brauchitsch shouted in desperation, “How about filing down the paint?” This inspired Neubauer, and the team worked throughout the night, carefully filing off and polishing the aluminum skin until they had barely succeeded in reducing the weight by one kilogram.

From then on, the factory color of Mercedes became metallic silver, and the race cars were nicknamed “Silver Arrows.” Auto Union, too, decided on the same silver color, eventually making silver the national racing color of Germany. After the war, Porsche painted its race cars silver, too.

(Other passages recounting the story often give sole credit to Neubauer for the idea, which is not surprising for reasons we’ll see shortly.)

A critical reading of that passage should raise all sorts of red flags. If the team had indeed neglected weight control on the cars, it shouldn’t have caused them much consternation to find a kilogram here or there. And if it were up to the racing teams to decide their nation’s racing colors, it’s far from likely that Auto Union, furiously competing against Mercedes-Benz for Nazi Reichsmarks, would just go along with whatever color Mercedes-Benz haphazardly chose.

Alfred Neubauer directs driver Manfred von Brauchitsch 

(piloting a W125 Mercedes-Benz “Silver Arrow”)

during a pause at the 1937 Grand Prix of Germany

at the Nürburgring. Photo courtesy the

IMRRC Werner Winter Collection.

Instead, as Capps pointed out, AIACR assigned racing colors to the various countries in 1908 or thereabouts: France got blue, Belgium yellow, Italy red, the U.K. green, and Germany white. However, due to white and silver sharing the same heraldry tincture, Mercedes-Benz had a long history of using the colors interchangeably on its race cars.

“We have photos back to 1924 of cars raced by the factory painted silver,” Capps said. “And we have photographic evidence directly from the Mercedes-Benz archives that shows the W24 cars were painted silver before the June 1934 race.”

Indeed, as historian Doug Nye pointed out, von Brauchitsch’s silver-painted Mercedes SSKL was described as a “Silver Arrow” in 1932 and a Mercedes-Benz press release from March of 1934 used the same terminology to describe the W25.

The story about sanding off the paint prior to the Eifelrennen, according to Capps, likely originated with Neubauer himself, who published his biography in German in 1958 and again in English in 1960 (as “Speed Was My Life“). “Prior to that, there was no mention of the story anywhere,” Capps said. “Then after 1960 or so, the story pops up all over the place.”

Neither Capps nor Nye are the first to call the story out. In fact, Daimler-Chrysler convened a symposium in 2007 to discuss that era and to open up the company’s archives to historians. However, despite the evidence to the contrary, Capps said the company – which celebrated the 75th anniversary of the Silver Arrows in 2009 at the Pebble Beach Concours d’Elegance – still includes the Neubauer myth on placards at its museum, and the company continues to repeat the myth in current press and promotional literature.

Correcting the historical record is “easier said than done,” Capps said. “Mercedes-Benz has made it very clear that they enjoy the myth and don’t bother them with the facts.”

Which is not to say Capps concedes. Instead, his talk at the IMRRC, which he describes as a followup to the 2007 symposium, will delve into the evidence that debunks the myth and show how automotive historians go about researching such topics.

At l'art et l'automobile, we have followed every kind of auto racing for decades, and a shining silver star crowning most of the Auto Racing Circuits has to be the racing teams of Mercedes-Benz.  Their power, technology, teamwork and that iconic silver paint shine so brightly on the racing world, that many teams and manufacturers are forced to do everything they can just to pull themselves from that shadow.  In honor of the Manufacturer's prowess, we have gathered all of our Mercedes Artwork and Memorabilia into one collection, and present them here to you.

Enjoy looking through the collection and tell us which pieces you would like to own. Please Tour the gallery at arteauto.com, and perhaps add a piece to your collection.

Prost!

Jacques Vaucher

For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our WEBSITE. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.

And as always, be sure to Like and Share on Facebook, Follow us on Twitter, or share a photo on Instagram.

The Man Who Would Have Every Name (Signed)

Indy 500 autograph collectors find friendship and rivalry

written by Jordan J Wilson, edited by James Karthauser

Mike Thomsen and some of his Collection. 

 Photo Courtesy of Kelly Wilkinson/IndyStar

Mike Thomsen approaches his title as the No. 1 autograph collector of Indy 500 drivers with an admonition.

You see, Thomsen’s 594 signatures only became the largest publicly known collection when the previous leader, Dr. Harlen Hunter, started auctioning off the 597 signatures he had last year.

“I really won’t consider myself No. 1 until I pass 597 because that’s where he got to,” said Avon's Thomsen, who won't divulge where he keeps his collection. “I picked up a rare one this month that made it 594, then I should be getting another one to make it 595, then all five rookies (this year) will make it exactly 600.”

Thomsen already belongs to “The 500 Club,” a self-appointed tag pinned to the highest-end collectors who have amassed autographs from at least 500 of the 758 starting drivers to have ever competed in the Indianapolis 500.

To his knowledge, Thomsen is one of just seven collectors in the world to eclipse 500. As far as anyone can tell, he would also be the first to reach 600 — though, he admits, there could be others “flying under the radar” elsewhere in the world.

This is in Mike Thomsen's collection of Indy 500 drivers' autographs, Friday, May 27, 2016. He has
the most autographs from different Indy 500 drivers, in the world. After the green flag waves, he says
will have autographs from 600 of the drivers who ever drove in the race. This photo is of Barney
Oldfield in the "Blitzen Benz" car. Oldfield set the world's speed record of 131.75 mph in 1910, in
this car.  Photo Courtesy of Kelly Wilkinson/IndyStar

Otherwise, Thomsen knows most big-time 500 collectors and considers several to be close friends after working together over the years. For those he knows best, he tries to keep their “want lists” handy so that if he comes across a piece already in his collection that another collector needs, he can pass along the details.

“It’s kind of a little bit of camaraderie, but there’s competition, too,” Thomsen said. “There are guys in this industry that are willing to work with you, help you, share their knowledge; and then there are some guys who are willing to cut your throat to get the piece.”

This photo is of Frank Lockhart, from about 1927. Photo Courtesy of Kelly Wilkinson/IndyStar

A cutthroat approach never suited Thomsen. For him, forming connections and friendships, and sharing his knowledge has always been part of the fun.

“That’s what I enjoy about it,” said Knightstown's Jim Vogel, who owns 513 signatures and considers Thomsen a friend. “It’s nice going to the track, and no matter what track I go to, I find somebody that I talked to or got autographs with. Everywhere you go, you’re seeing people (you know).”

Whenever he can, Thomsen stresses to new collectors the value of strong networking with previous generations, if simply for the invaluable knowledge veterans can pass along from their experiences.

Thomsen still credits much of his success as an established collector to his personal mentor, Jack Mackenzie, former caretaker of the Borg-Warner Trophy. As Mackenzie once told him, the biggest mistake new collectors make is trying to do too much. That’s to say, trying to collect every program, pit badge, autograph and everything in between. So, Thomsen focused exclusively on being the top guy in driver autographs.

This is a photo of Pat O'Connor, 1958, Photo Courtesy of Kelly Wilkinson/IndyStar

Veterans can also educate newcomers on the factors that make certain pieces more valuable: condition and quality, supply and demand, popularity of the driver. Without help, rookies might unknowingly pay more for a common autograph or pass up a lesser-known driver’s signature without realizing its value.

“Learn from everybody that made a mistake,” Thomsen said he tells new collectors. “There are so many mistakes you can make, and if you do your homework, you won’t make those mistakes.”

Mackenzie and Hunter, a retired orthopedic surgeon from Bedford, would be what Thomsen considers first-generation 500 collectors: people who spent time in the '70s and '80s building collections of autographed memorabilia ranging from programs and pennants to old autograph books.

“It was the time to get those guys from the '30s, '40s, '50s before they died,” Hunter said.

When it came to hunting down missing pieces, Hunter avoided websites like eBay for issues of authenticity. He recalls once seeing a listing that claimed to have the ballpoint pen of Gaston Chevrolet, who won the 1920 race and died in November of that year. Modern ballpoint pen designs, like the one in the listing, weren’t made commercially available until the 1940s.

This photo is of Ralph Mulford, the second place winner of the first Indy 500 race.
Photo Courtesy of Kelly Wilkinson/IndyStar

Instead, Hunter cut out the middleman and purchased official documents that guaranteed authenticity, such as track licenses, check or entry forms that already contained drivers’ signatures. Or he would seek out drivers’ addresses and personally mail them memorabilia to sign.

Mike Thomsen shows some of his many
Indy 500 drivers' autographs and photos.
This photo is of the first two-time winner
Tommy Milton. Photo Courtesy of
Kelly Wilkinson/IndyStar

“And I always wanted to talk to (the driver),” Hunter said of a request he sent along with any mailed memorabilia. “Then, it becomes real, and you’re a real person to them.”

At 13, Thomsen discovered a similar sentiment when he wrote John Paul Jr. asking to have a photograph signed shortly after seeing him win the 1983 Michigan 500. Not only did Paul Jr. sign the photo, he also hand wrote Thomsen a two-page letter in appreciation of his interest.

“What if he wouldn’t have said anything back?” Thomsen wondered decades later. “It wouldn’t have set me on this path. But because he was so interested in it, he helped spur me into the interest.”

Oftentimes, seeking out the lore and history of 500 drivers matters more to collectors than the monetary payoff. Thomsen and collectors like him want to downplay the money involved — though some rarer autographs have been sold for upward of $1,500.

For Thomsen and most serious collectors, though, nothing quite compares to getting a new autograph and calling up friends to learn more about who the driver was.

“We’re not doing it because we’re going to be the Rockefellers or Bill Gates because of it,” Thomsen said. “To me, the cash at the end is learning about these guys.”

Top Five Collectors:

Mike Thomsen (594), Avon, Ind.

Dr. Steven Clinton (576), Dublin, Ohio

Stu Slifkin (564), Murrells Inlet, S.C.

Dr. Allen Hanson (553), Centuria, Wis.

Jim Vogel (513), Knightstown, Ind.

If you collect autographs, at l'art et l'automobile, we have a good selection of photographs, prints, trophies, paintings, programs and other memorabilia that have been autographed by some of the most successful drivers, team owners, manufacturers and famous celebrities of the 20th century. Enjoy looking through our collection and tell us which ones you would like to own. Please Tour the gallery at arteauto.com, and perhaps add a piece to your collection.

All our best from the staff at l’art et l’automobile,

Jacques Vaucher

For more great automotive artwork and memorabilia, don't forget to browse the many other categories on our WEBSITE. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.

And as always, be sure to Like and Share on Facebook, Follow us on Twitter, share a photo on Instagram and read our Blogs.

The Artwork of Nicholas Watts

Exploring auto racing from different angles and perspectives

by Jacques Vaucher

Over the last century, not only has England been a nucleus of automobile racing but it also seems that some of the best automobile artists also come out of the UK. With names like Bryan De Grineau, Fredrick Gordon Crosby, Michael Turner, Dexter Brown, Peter Hearsey and Barry Rowe, whose artwork we featured a few weeks ago, just to name a few.

Raging Bulls giclée by Nicholas Watts

Today we are showing the work of Nicholas Watts, who for the last few decades has been using his brushes and pencils to capture some of the most important moments and scenes in the history of motor racing. 

Grand Prix of Japan 1976 acrylic painting by Nicholas Watts

Preserving a fleeting moment in time is something that historians and romantics alike often wish they could do. The paintings of automotive artist Nicholas Watts are dedicated to doing just that. He has mastered the art of capturing a brief second in time, not only through the event and local environment, but the emotional aspect as well.

Born in Tunbridge, England in 1947, Watts is a virtually self-taught artist. From an early age he was fascinated with the automobile, including its structure, form and function. Each painting of his is a celebration of that fascination, and is painstakingly researched and detailed.

Working usually with gouache-on-board and later in acrylic on canvas, Watts’ work is always exploring auto racing from different angles and perspectives. This is clearly evident in his recent work, which not only opens up new views to historical moments in the sport, but also explores new techniques of capturing speed and action on board and canvas.

Fangio - The Maestro print by Nicholas Watts

By stopping time just seconds before the most fateful event of the race, Watts has managed to hold on to the feeling of that specific moment. Even people who didn’t witness the race, or don’t know of its outcome can sense the tension in the air.

“I want to put more of myself into my paintings,” explains Watts. “I can do this through my use of color and brush strokes, without losing the exact shape of the vehicle. I doubt my style will ever become completely impressionistic, but I have moved away from the photo-realism I began with.”

He continually offers us new approaches and perspectives of the motor races, keeping his work fresh and new, and in high demand. If the past 40+ years have been any indication of his growth and potential, we expect Nicholas Watts to remain at the forefront of automotive art for years to come. In his own words, “I only hope I have enough time to create all of the ideas I have in my head.” 

The Final Targa print by Nicholas Watts

Nicholas and I go back a few decades. We started working together in the 1980’s and in 1989, the gallery of l’art et l’automobile organized a ‘one man show’ for Nicolas in our New York Penthouse gallery on 34th Street in Manhattan. Ever since, or relationship has been excellent, and to this day I am an avid fan of him, his family and his work. 

Keep up the Good work Nicholas. I am grateful to know you and will do my best to display your work with the respect it deserves and help others discover and celebrate your art.




At l’art et l’automobile we have a deep appreciation for the artistry of vintage automobiles, but particularly for the artwork that celebrates them. Nicholas Watts is at the forefront of this sense of dedication to capturing the automotive world through the lens of paint and canvas. To celebrate this fact, we have collected all our pieces by this wonderful artist and present them to you. Find out more about this collection here or enjoy looking through the gallery at arteauto.com, and perhaps add a piece to your collection.


Jacques Vaucher

For more great automotive memorabilia, don't forget to browse the many other categories on our Website. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.

And as always, be sure to Like and Share on Facebook, Follow us on Twitter, share a photo on Instagram and read our Blogs.

The Automobiles of Ettore Bugatti

One of the greatest car manufacturers in the world.

by James Karthauser

Greetings Auto Lovers,

Ettore Bugatti was born in Milan, Italy, and the automobile company that bears his name was founded in 1909 in Molsheim, which was part of the German Empire from 1871 to 1919. The company was known both for the level of detail of its engineering in its automobiles, and for the artistic manner in which the designs were executed, given the artistic nature of Ettore's family (his father, Carlo Bugatti (1856–1940), was an important Art Nouveau furniture and jewelry designer).

Ettore Bugatti in front of his paddock at the French Grand Prix, detailed in a Painting by Barry Rowe
available in our Bugatti Collection at arteauto.com.  

After World War One, Bugatti was able to obtain at the last minute, a stand at the 15th Paris motor show in October 1919. He exhibited three light cars, the Type 13, 22 and 23, each fitted with the same 4-cylinder 1,368cc engine. Ettore Bugatti, who considered himself not just a constructor but an artist, ensured that his cars made a good showing.   

Bugatti Type 13, the smallest of the three models Ettore Bugatti exhibited in Paris in 1919.
Photo courtesy of CarinPicture.com

The company was at its peak during the 1920’s and 30’s, building some very successful race cars and luxurious sports cars. Famous Bugattis constructed during this period include the Type 35 Grand Prix cars, the Type 41 "Royale", the Type 57 "Atlantic" and the Type 55 sports car. The company also enjoyed great success in early Grand Prix motor racing: in 1929 a privately entered Bugatti won the first ever Monaco Grand Prix. Racing success culminated with driver Jean-Pierre Wimille winning the 24 hours of Le Mans twice (in 1937 with Robert Benoist and 1939 with Pierre Veyron).

1932 Bugatti Type 41 Royale, on display at Petersen Automotive Museum’s The Art of Bugatti Exhibition
Photo courtesy of the Petersen Automotive Museum © 2016

Bugatti cars were extremely successful in racing. The little Bugatti Type 10 swept the top four positions at its first race. The 1924 Bugatti Type 35 is probably the most successful racing car of all time, with over 2,000 wins. The Type 35 was developed by Bugatti with master engineer and racing driver Jean Chassagne who also drove it in Bugatti’s first ever Grand Prix in 1924, in Lyon. Bugattis swept to victory in the Targa Florio for five years straight from 1925 through 1929. Louis Chiron held the most podiums in Bugatti cars, and the modern marque revival Bugatti Automobiles S.A.S. named the 1999 Bugatti 18/3 Chiron concept car in his honor. But it was the final racing success at Le Mans that is most remembered—Jean-Pierre Wimille and Pierre Veyron won the 1939 race with just one car and meager resources.

The Bugatti Type 35 Racer, possibly the most winning race car of all time.  This particular example
is a working recreation by Pur Sang.  Photo Courtesy of Autoweek.

Bugattis are noticeably focused on design. Engine blocks were hand scraped to ensure that the surfaces were so flat that gaskets were not required for sealing, many of the exposed surfaces of the engine compartment featured guilloché (an artistic pattern made trough engine turning) finishes on them, and safety wires had been threaded through almost every fastener in intricately laced patterns. Rather than bolt the springs to the axles as most manufacturers did, Bugatti's axles were forged such that the spring passed through a carefully sized opening in the axle, a much more elegant solution requiring fewer parts. He famously described his arch competitor Bentley's cars as "the world's fastest lorries" for focusing on durability. According to Bugatti, "weight was the enemy".

Bugatti Type 57 Atlantic, on display at Petersen Automotive Museum’s The Art of Bugatti Exhibition
Photo courtesy of the Petersen Automotive Museum © 2016

At l’art et l’automobile we appreciate artistry and craftsmanship as much as anyone, and in the case of Bugatti, those characteristics have produced a marque that refines and defines the terms in the automotive industry. For many, the Bugatti Marque represents the pinnacle of classic automotive engineering, and we are hard pressed to disagree. To that end, we have amassed a good collection of items representing this illustrious marque through the decades. Enjoy looking through the gallery at arteauto.com, and perhaps add a piece to your collection.

Regards.

Jacques Vaucher

For more great automotive memorabilia, don't forget to browse the many other categories on our NEW WEBSITE. Remember we also have many more items in our gallery, do not hesitate to contact us if you are looking for something in particular.

And as always, be sure to Like and Share on Facebook, Follow us on Twitter, share a photo on Instagramand read our Blogs.

The 7 most memorable German Grand Prix moments

Check out the seven most eye-catching and hair-raising moments that have happened at the German Grand Prix      (and one we at l'art et l'automobile feel they missed)

By James W Roberts edited by James Karthauser

The German Grand Prix has been held 75 times and has been part of the FIA Formula One World Championship since 1951, so it is safe to say that in that time a few pretty memorable events have occurred there.  Since the Second World War the race has been hosted by three venues:  Hockenheimring, the Nürburgring Nordschleife, and at a shorter version of the Nürburgring and there have been plenty of unforgettable moments.  Here are seven momentous German Grand Prix moments.

Max Verstappen’s dad turns up the heat

Hockenheim, 31st July 1994

Jos Verstappen's miraculous escape at Hockenheim

The 1994 F1 season saw the return of in-race refuelling and a few drivers and team bosses worried about the dangers of fuel spraying over red-hot F1 cars, but for the first eight races of the championship it was a case of so far so good.
…but then came the German Grand Prix.

On lap 47, Jos Verstappen stopped in the pits for fuel and tyres. As the refuelling mechanic inserted the fuel hose a clear liquid was seen spraying all over the car. An eerie calm followed before a huge explosion engulfed Verstappen’s Benetton B194 and his mechanics.  The cause? Benetton had fiddled with the refuelling components in an attempt to ensure a quicker stop.  Naughty.  The result? Thankfully, the ensuing fireball was quickly extinguished, Verstappen and a mechanic escaped with minor burns and Gerhard Berger went on to win a crazy race that was dogged by political squabbling and a first corner smash that eliminated ten cars on the spot.

First pole and first win for Webber

Nürburgring, 12th July 2009

Maiden win at Nurburgring 2009

By the time of the 2009 German Grand Prix Mark Webber was in his third season with Red Bull Racing and despite clocking up four podium finishes, his first Grand Prix victory eluded him.

That was until F1 returned to the reconfigured Nürburgring, under the banner of the German Grand Prix, for the first time since 1985.  Webber confirmed the promise he had been showing since coming into F1 back in 2002 and nailed pole position, the first of his career, ahead of the Brawn-Mercedes machines of Rubens Barrichello and Jenson Button.  In the race Webber led home a memorable Red Bull Racing one-two in front of Sebastian Vettel, sealing a hugely popular victory and becoming the first Australian to win a Grand Prix since Alan Jones triumphed in the 1981 Caesars Palace Grand Prix.

Piquet’s punch up

Hockenheim, 8th August 1982

Nelson Piquet

Perhaps one of F1’s most bizarre (and comical) moments happened during the 1982 German Grand Prix at Hockenheim.  Reigning World Champion Nelson Piquet was easily leading the race in his BMW-powered Brabham and on lap 18 and approaching the newly installed Ostkurve chicane he caught the lapped car of backmarker Eliseo Salazar.

And the rest is history…

Piquet contro Salazar al GP Germania 1982

"Quite what Salazar thought he was doing…and I have to say that is an absolute disgrace," James Hunt, BBC commentator.  As Piquet went to pass Salazar the Columbian driver inexplicably hit Piquet’s Brabham from behind and sent both cars spinning out of the race.  The furious Piquet leaped from his car, confronted the hapless Salazar and shoved, punched and kicked him in an act of aggression rarely seen (in front of the cameras at least) in the civilised world of F1.

After the dust had settled the Brabham mechanics discovered that Piquet’s engine wouldn’t have lasted the race distance anyway.

Patrick Tambay’s emotional win

Hockenheim, 8th August 1982

Patrick Tambay

The 1982 season was so full of drama and tragedy not even movie director Ron Howard could’ve come up with a crazier plot.  By the time of the German Grand Prix, F1 had witnessed a driver’s strike, the death of popular Ferrari driver Gilles Villeneuve, and in practice for the race at Hockenheim Ferrari suffered another catastrophic blow.  Didier Pironi, the man expected to win the driver’s title had a monumental airborne accident in practice, smashing his legs and ending his career.

Didier Pironi Crash 1982

On race day it was left to Villeneuve’s replacement Patrick Tambay to climb into the sole Ferrari, tackle the high-speed straights of Hockenheim and bring the number 27 car home to score a memorable and emotional win for the prancing horse.

Jackie Stewart’s finest hour

Nürburgring, 4th August 1968

Jackie Stewart in the rain at the Nürburgring

Back in the 1960s the original 13-odd mile long Nürburgring Nordschlife was a daunting prospect for any driver.

"The track is narrow, the undulations so pronounced, the bends so numerous, that you can hardly remember where you are on the circuit even on a clear day, but in fog and ceaseless spray you just have no idea at all," .Jackie Stewart.  Jackie Stewart called it ‘the green hell’ and his drive on that August afternoon at the German Grand Prix in appalling conditions has gone down as legend.

"When I left home to race at the German Grand Prix, I always used to pause at the end of my driveway and take a long look back at my house. I was never sure I would come home again."

In heavy rain and fog, the Scottish driver, racing with a broken wrist, sailed his Matra-Ford in zero visibility through the spray to win the race a massive four minutes ahead of Graham Hill.  The skill and bravery Stewart displayed in a race he himself thought should have been cancelled remains one of the finest displays by any F1 driver ever.

Niki Lauda’s miraculous escape

Nürburgring, 1st August 1976

Niki Lauda at the 1976 German GP

The 1976 F1 season had it all. The British upstart James Hunt against the cool and calculated Austrian world champion Niki Lauda. McLaren Vs Ferrari.  And at the German Grand Prix that year, the notorious Nürburgring would be the scene for one of the most dramatic events in F1 history.

Reigning champion Lauda crashed at speed on lap two and as his Ferrari slewed to a halt burst into flames and was hit by two other cars. Grainy footage dramatically shows the Austrian trapped in his burning car as drivers Guy Edwards, Arturo Merzario, Brett Lunger and Harald Ertl heroically struggle to free him.

Lauda suffered serious burns and almost fatal smoke inhalation. He was given the last rites by a priest, but in a super human feat of recovery was back at the wheel of his car two races later.

"I am bandaged, blind and dumb. A man appears: I understand it’s the priest. He speaks Latin, it sounds like a judgement, the last rites. It makes me so cross – I want to shout: HEY STOP, THIS IS THE WORST F***-UP YOU MAKE IN YOUR LIFE. I AM NOT GOING TO DIE."

Lauda bravely retired his car from the 1976 finale

When all was said and done, Lauda only lost the 1976 driver’s title by one point to Hunt and went on to regain his F1 crown in 1977.  F1 never returned to the original Nürburgring Nordschleife.

Schumacher’s first German Grand Prix win

Hockenheim, 30th July 1995

Michael Schumacher on the podium in 1995

The 1995 F1 season was the first where German fans could see a reigning world champion on home soil.  By the time of the 1995 German Grand Prix at Hockenheim, Michael Schumacher fever was everywhere, and as the championship battle heated up with British rival Damon Hill, the partisan crowd were desperate to see their new hero win.  On a hot summer day the capacity crowd basked in sun and scadenfreude as they witnessed Hill’s Williams spin off into the barriers leaving Schumacher and Benetton to make history.  The fact this happened right in front of the densely packed stadium section only added to the fan’s delight and Schumacher cruised to his first German Grand Prix victory and place one hand on the 1995 title.

Die Regenmeister - King of the Rain

Nurburgring, 23 July 1939

Rudolf Caracciola

The German Grand Prix at Nurburgring would be one of the last races of the 1939 season, due to the outbreak of World War II in September, but as that event took place months before, contention was still as hot as ever.  

Rudolf Caracciola, the famous German Champion, took it upon himself to tally another win for Mercedes and for Germany.  In a pouring Deluge, Caracciola pushed his Mercedes Benz W154 from the third position to the winners circle, dealing with the weather and engine hardships.  Though he was suspicious that the Daimler-Benz Racing Team favored his Teammate Hermann Lang, he pulled out the victory and went on to become the German Road Racing Champion, proving once again his title of 'King of the Rain.'

This week marks the 77th running of the German Grand Prix. This biennial event has hosted Grand Prix and Formula 1 races since 1926 and is recently returning to the Formula 1 schedule as the Premier German Racing Event. 

  Many prints, posters, brochures and memorabilia detailing the German Grand Prix over the years available at arteauto.com

We here at l'art et l'automobile are definitely not going to miss this illustrious event, and we very much hope that you will be joining us as well. To that end, we have gathered a collection of Artifacts and Memorabilia from this momentous race and are providing it to you, our followers. Follow this link to our Newsfeed, where you will find a sampling of the collection as well as a link to find all the German GP artwork and Automobilia we have to offer. Please feel free to tour the gallery here, and perhaps you will find something to add to your collection.

And as always, Like and Share us on Facebook, Follow us on Twitter, Share a Picture with us on Instagram and catch up on the rest of the blog below.

James Karthauser
Development and Social Media
l'art et l'automobile