Belgian Grand Prix
Spa-Francorchamps, 18 Jun 1950
|1||Juan Manuel Fangio||Alfa Romeo 158 - s/c 8
#10 Alfa Romeo SpA
|35||2h 47' 26.0
|2||Luigi Fagioli||Alfa Romeo 158 - s/c 8
#12 Alfa Romeo SpA
|35||2h 47' 40.0
|3||Louis Rosier||Talbot T26C-DA [110 051] 6†
#14 Automobiles Talbot-Darracq (see note 1)
|35||2h 49' 45.0
|4||Giuseppe Farina||Alfa Romeo 158 - s/c 8
#8 Alfa Romeo SpA
|35||2h 51' 31.0
|5||Alberto Ascari||(4.5 F1) 3.3-litre Ferrari 275 - V12
#4 Scuderia Ferrari (see note 2)
|34||2h 49' 09.0
|6||Luigi Villoresi||Ferrari 125 - s/c V12
#2 Scuderia Ferrari (see note 3)
|33||2h 49' 43.0
|7||Pierre Bouillin ("Levegh")||Talbot T26C [110 005] 6†
#22 P "Levegh" (see note 4)
|33||2h 51' 35.0
|8||Johnny Claes||Talbot T26C [110 011] 6†
#24 Écurie Belge (see note 5)
|32||2h 52' 06.0
|9||Geoffrey Crossley||Alta GP [No 2] - s/c 4
#26 G Crossley (see note 6)
|30||2h 47' 56.0
|10||Toni Branca||Maserati 4CL  - s/c 4
#30 A Branca (see note 7)
|29||2h 47' 59.0
|R||Eugène Chaboud||Talbot T26C-DA [110 053] 6†
#20 Automobiles Talbot-Darracq (see note 8)
|22||Engine : #5 in practice|
|R||Raymond Sommer||Talbot T26C [110 009] 6†
#6 R Sommer (see note 9)
|R||Philippe Étancelin||Talbot T26C-DA [110 054] 6†
#16 Automobiles Talbot-Darracq (see note 10)
|R||Yves Giraud-Cabantous||Talbot T26C-DA [110 052] 6†
#18 Automobiles Talbot-Darracq (see note 11)
|T||Philippe Étancelin||Talbot T26C [110 008] 6†
#14 P Étancelin (see note 12)
|(Only used in practice)|
All cars are 1.5-litre s/c F1 or 4.5-litre F1† unless noted.
|1||Giuseppe Farina||(4.5 F1) 1.5-litre Alfa Romeo 158 - Alfa Romeo s/c 8||4m 37.0s|
|2||Juan Manuel Fangio||(4.5 F1) 1.5-litre Alfa Romeo 158 - Alfa Romeo s/c 8||4m 37.0s|
|3||Luigi Fagioli||(4.5 F1) 1.5-litre Alfa Romeo 158 - Alfa Romeo s/c 8||4m 41.0s|
|4||Luigi Villoresi||(4.5 F1) 1.5-litre Ferrari 125 - Ferrari s/c V12||4m 47.0s|
|5||Raymond Sommer||(4.5 F1) 4.5-litre Talbot T26C [110 009] - Talbot 6||4m 47.0s|
|6||Philippe Étancelin||(4.5 F1) 4.5-litre Talbot T26C-DA [110 054] - Talbot 6||4m 48.0s|
|7||Alberto Ascari||(4.5 F1) 3.3-litre Ferrari 275 - Ferrari V12||4m 49.0s|
|8||Louis Rosier||(4.5 F1) 4.5-litre Talbot T26C-DA [110 051] - Talbot 6||4m 49.0s|
|9||Yves Giraud-Cabantous||(4.5 F1) 4.5-litre Talbot T26C-DA [110 052] - Talbot 6||4m 56.0s|
|10||Pierre Bouillin ("Levegh")||(4.5 F1) 4.5-litre Talbot T26C [110 005] - Talbot 6||5m 01.0s|
|11||Eugène Chaboud||(4.5 F1) 4.5-litre Talbot T26C-DA [110 053] - Talbot 6||5m 13.0s|
|12||Geoffrey Crossley||(4.5 F1) 1.5-litre Alta GP [No 2] - Alta s/c 4||5m 44.0s|
|13||Toni Branca||(4.5 F1) 1.5-litre Maserati 4CL  - Maserati s/c 4||5m 45.0s|
|14||Johnny Claes||(4.5 F1) 4.5-litre Talbot T26C [110 011] - Talbot 6||No time|
Notes on the cars:
- Talbot T26C-DA [110 051] (Louis Rosier): Originally a works car Rosier in 1950 and then for Fangio in Argentina that December. Raced by Grignard 1951-56 (mainly in hillclimbs), then possibly in in Clères Museum before appearing in UK historic racing with Bob Roberts 1970-71. Via two other UK owners until bought by Jim Hull (US) in 1988. Retained 1991.
- Ferrari 275 (Alberto Ascari): Two new two-stage supercharged, long-wheelbase Tipo 125s were built for the 1949 Italian GP with the internal designation 'GP49'. These were numbered either 125-C-00 and 125-C-01 or 125-C-01 and 125-C-02 and it is unclear which car Ascari drove. However, it was normal practice that he would have kept the same car thereafter. At Spa in 1950, Ascari's car was fitted with a Tipo 275 (3.3-litre) sports car Lampredi engine. It is not clear whether Ascari's car was even present at the French GP. One of these two 'GP49' cars became the Thin Wall Special while the other was renumbered 0114 and sold to Peter Whitehead for 1951.
- Ferrari 125 (Luigi Villoresi): This car was one of the new two-stage supercharged, long-wheelbase Tipo 125s built for the 1949 Italian GP and now known to have had the internal designation 'GP49'. These were numbered either 125-C-00 and 125-C-01 or 125-C-01 and 125-C-02 and it is unclear which serial applies to the car that Villoresi drove. However, it is probable that he had the same car throughout. Villoresi's car was fitted with a Tipo 275 (3.3-litre) sports car Lampredi engine at Albi. At the French GP, Villoresi was to have a 275 engine but it's not clear whether his car was even present. One of these two cars became the Thinwall Special while the other was renumbered 0114 and sold to Peter Whitehead for 1951.
- Talbot T26C [110 005] (Pierre Bouillin ("Levegh")): Talbot-Lago T26C chassis '110 005' was raced by 'Levegh' from 1948 to 1951 and by Grignard once in 1951. Retained by the works until it was sold to Otto Zipper in the US in 1957. Then to the Briggs Cunningham museum via two other US owners to Tony Wang 1988.
- Talbot T26C [110 011] (Johnny Claes): Talbot-Lago T26C chassis '110 011' was Johnny Claes car in 1948-50 and then sold to Duncan Hamilton (and Fotheringham-Parker) and raced 1951-53. Stored in France until 1955 when Hamilton sold it to Allan Freeman in New Zealand who raced it through to 1961. It was bought by Joe Hepworth in 1963 and returned to England; then via other UK and French owners until sold to Bernie Ecclestone 1996. Retained 2002.
- Alta GP [No 2] (Geoffrey Crossley): This car was built for Geoffrey Crossley and raced until 1951. Then broken up to create the "Berkshire Special". (Source: Directory of Historic Racing Cars, Jenkinson)
- Maserati 4CL  (Toni Branca): Delivered 31 July 1946 to Guido Barbieri from Reggio Emilia, and raced in the 1946 Turin and Milan GPs. It is possible that the chassis was then used by Barbieri in his 1.5 litre Maserati 6C Sports Special, which first appeared in October 1946. The car reappeared in normal 4CL form in 1949 in the hands of Swiss Anton Branca, who raced it throughout 1949 and 1950. The car then passed through a variety of Swiss owners’ hands, at one stage fitted with a Ford V8 engine, before being campaigned in historic racing by Dan Margulies for more than 20 years, and being owned most recently by Klaus Edel and then Oliver Maierhofer. The car was for sale in early 2007.
- Talbot T26C-DA [110 053] (Eugène Chaboud): Built in 1950 using parts from '110 003' and raced for the works by Martin, Chaboud and Giraud-Cabantous in 1950 then by Rosier as a private entry in 1951. Driven by Trintignant for Ecurie Rosier in 1952, then Giraud-Cabantous 1952-53. Owned by Marceau Hauret 1955 and Houdayer (Paris) 1981. Raced from 1987-2000 by François d'Huart (Belgium) as '100105'.
- Talbot T26C [110 009] (Raymond Sommer): Talbot-Lago T26C chassis '110 009' was Raymond Sommer's 1949 car and then passed to Yves Giraud-Cabantous for 1950. Driven by Giraud-Cabantous and Pierre Meyrat 1951 and next seen with Louis Girardot 1953-56 and then possibly via Serge Pozzoli to Fritz Schlumpf 1957. In Musée de l'Automobile in Mulhouse 2001, possibly numbered 110002.
- Talbot T26C-DA [110 054] (Philippe Étancelin): Built for 1950 and raced for the works by Etancelin and Rosier, then Etancelin as a private entry 1951-54. To Terry Hall (US) 1955-57 (also driven by Ernie McAfee and Ignazio Lozano) before conversion to sportscar 1957 and then via a chain of US owners to Peter Giddings who had restored and rebodied by Steve Griswold. Raced by Giddings 1978-96 (and possibly later).
- Talbot T26C-DA [110 052] (Yves Giraud-Cabantous): Built in 1950 using parts from '110 012' and raced for the works by Giraud-Cabantous, Sommer and, in Argentina, Gonzalez. To Claes for 1951 and then Ecurie Belgique (Claes and Pilette) 1952. Some differences of opinion over its ownership in the 1950s but then via UK and German owners until 1987. Next seen with Peter Mullin (USA) in 2001. Raced by Mullin at 2007 Monterey Historics.
- Talbot T26C [110 008] (Philippe Étancelin): Talbot-Lago T26C chassis '110 008' was Philippe Etancelin's car in 1948 and then passed to Jean Achard November 1950. Achard moved to Brazil, taking the car, and sold it there to Pinheiro Pires who raced it in Brazil from 1951 to 1954. Remains to UK via Colin Crabbe in the 1980s and then via other UK owners to Tony Bianchi c1999. Has been raced in historics up to 2005.
The identification of individual cars in these results is based on the material presented elsewhere in this site and may in some cases contradict the organisers' original results.
All comments, clarifications, corrections and additions are most welcome. Please email Allen if you can add anything.