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The Greatest Drive Ever? Juan Manuel Fangio's 1957 Victory at the Nürburgring - r/Formula1 Editorial Team
As Formula 1 heads back to the Nürburgring, one of our users wrote a report on the 1957 German GP, one of the most famous races in Formula 1's history, so today we have our first guest author.
The 1957 SeasonThe 1957 season has a few interesting parallels to our current one. Like in 2020, a crisis shook the world and put the Formula 1 season in jeopardy.
Back then, the issue was the Suez crisis. Britain's invasion of Egypt sent European oil prices soaring, leading to the cancellation of races in Spain, in Belgium, and, as in 2020, at Zandvoort.
And as in 2020, it led to a late reshuffling of the schedule, with a race at the Nürburgring being added late to complete the eight race season.
The 1957 German Grand PrixThe Nürburgring of 1957, however, was nothing like the Nürburgring F1 will visit this week.
This was before Jackie Stewart's crusade for safety in motorsport started a push for safety and before Niki Lauda's 1976 crash finally spelled the end of Formula 1 cars in the winding mountain track. This Nürburgring was almost 23 kilometers (14.2 miles) long, a twisty, up and down loop in the Eifel Mountains. It was an undulating circuit, cresting steep ridges and falling into deep valleys, with drivers facing over 300 meters (1000 feet) of elevation change while navigating the track's 170 corners.
The circuit was impossibly narrow and incredibly fast, with cars routinely going airborne, and there was almost no run-off area, with many of the high-speed corners staring into thickets of trees or overlooking sheer drops into dense forestry.
This was the old Nürburgring Nordschleife, or "Northern Loop", the most legendary of the classic Formula 1 circuits. It was a track of impossible gravitas, known worldwide for its tremendous difficulty and danger. At its peak, it claimed, on average, one driver's life every year. Jackie Stewart famously dubbed it "The Green Hell" after his 1968 victory, a race in wet conditions with visibility so pathetically poor that he attempted overtakes almost entirely blind. The track was so dangerous that afternoon that, following his win, Stewart's first question to his team was: "who died?". Thankfully, on that day the answer was "no one".
In 1957, Fangio went to the Nordschleife with a healthy championship lead, having taken victories in three out of the five races run so far. His Maserati 250F, powered by Maserati's custom-built inline-six engine, had the best mix of reliability and power of that season, and his closest championship contenders, Luigi Musso and Tony Brooks, were over a race victory behind. His most formidable rival, Stirling Moss, had faced chronic unreliability and bad luck, and entered the German Grand Prix with 0 points.
The Nürburgring, however, posed a major challenge to Fangio's dominance. The circuit, due to its bumpy surface and many high-speed corners, caused intense tire degradation, and Maserati was not convinced their soft-compound Pirelli tires could last the entire race without losing significant pace. Maserati's Italian rival, Ferrari, on the other hand, were running harder Englebert tires, and expected to run from start to finish on the same set. Noticing this, Maserati proposed an alternate, one-stop strategy, where the Fangio would start with a lighter fuel load and come in at the halfway point of the race for refueling and new rear tires.
Pit stops, back then, were an unconventional strategy. Teams usually ran races non-stop, as the cars were not designed for the rapid tire and fuel changes of today. Instead of using tire guns, teams had to manually hammer tire lug nuts to remove them. And refueling was often a dangerous exercise, with fuel pumps often misfiring and spraying drivers with gasoline, or leaking during fueling and igniting. Maserati drilled their stop procedure over the weekend, and estimated they needed 30 seconds to change the rear tires and refuel, which Fangio would have to make up for on track.
Fangio started the race from pole but immediately fell behind the Ferraris of Peter Collins and Mike Hawthorn. He took his first laps cautiously, slowly climbing back up the order, and re-passed the Englishmen on the third lap. But once he was in clean air, Fangio began to hit his stride and pull away from the Ferraris. His third lap set a new track record, which he would improve on in his fifth, sixth, eighth and tenth laps. When he dove into the pits on the twelfth lap, Fangio had built a 28-second lead over the field, and expected to come out just behind them.
The pitstop, however, was a complete disaster. Fangio stopped at his pit-box and leapt out of his car to replace his goggles, while his mechanics immediately began work on replacing the rear tires. In a burst of exuberance, however, a mechanic hit one of the lug nuts too hard, and it rolled beneath the car, ending up behind the wheels. Finding it and subsequently attaching the new tire took an additional 26 seconds, which meant Fangio spent fifty-six seconds in the pits, waiting for his car.
The Maserati re-joined the race almost fifty-one seconds behind Hawthorn and Collins, with fourteen laps remaining to make up the deficit. Fangio's first two laps on the new tires were tentative; like modern drivers, he needed to get heat into the rubber to extract maximum grip from them. As fourteenth lap ended, Fangio was almost a minute behind the Ferraris, who were told by their team to "hold steady" as they blasted past pit wall.
Then, Fangio produced one of the most celebrated comebacks in motorsport history, as he erased a fifty-second gap in eight laps.
But before we get into it, I want to set the stage a bit. When you imagine this chase, do not visualize Michael Schumacher at Hungary in 1998 or Lewis Hamilton chasing Max Verstappen at Hungary last year, amazing technological machines driving on rails in a controlled environment.
Instead, imagine a man driving at breakneck speed on a bumpy, undulating racetrack, behind the wheel (and beneath the fuel tank) of a deathtrap with almost nothing in the way of downforce or mechanical grip. Imagine Fangio's Maserati 250F taking corners at seventy miles an hour on narrow, threaded, bicycle tires, his car sliding through the turns often precipitously close to edges of the tarmac, its rear end one sloppy throttle application from stepping out. Imagine his arms straining against the steering wheel in turns, his neck buffeted by G forces and wind, his body sliding in his seat with almost no protective gear (and no seatbelts).
On the fifteenth lap, Fangio began to push. He took corners a gear higher than he had previously, pushing the car's limits, asking for all the available grip from his tires. He carried more speed through the turns and pushed his braking points further with every passing lap.
And by pushing so hard, he gained on Hawthorn and Collins at an incredible pace. On his fifteenth lap, Fangio took an astounding fifteen and half seconds out of Hawthorn's lead. On the sixteenth, he took another eight seconds. The eighteenth lap would be his fastest of the race, breaking his lap record for the ninth time, and posting a time 8.25 seconds faster than his pole position lap.
The Ferraris, on the other hand, did not speed up in response, continuing to hold a steady pace during most of Fangio's charge. They were hampered by poor communication; in the days before radios, drivers could only communicate with their team from signboards held up by pitlane. In the Nürburgring, that meant drivers could only get an update every ten minutes or so. Because of this, Hawthorn and Collins did not realize how quickly Fangio was closing the gap behind them, and could not respond effectively until Fangio was already looming in their mirrors.
Near the end of the 20th lap, Fangio caught Collins. He bided his time until they reached the main straight, at which point he was close enough to enter Collins' slipstream. Going into the Nordkurve, Fangio outbraked Collins and took the inside of the corner, forcing Collins wide and taking the place, moving up into second.
Hawthorn was just a few seconds ahead of his teammate, and Fangio caught him by the middle of Lap 21, the penultimate tour around the track. As they approached the Esses before Breidsheid bridge, Fangio was just behind Hawthorn. He took the outside line through the first left-hander, coming up alongside the leader, who pushed him wide. Fangio was forced to put two wheels onto the grass, but he kept his foot down, sweeping past in the next right-hander and showering the now trailing Ferrari with pebbles as he passed. Hawthorn tried to reclaim the position, but Fangio defended hard and held first place to the end, winning by over 3 seconds.
Fangio, on a day when almost everything went wrong for him, had managed to win.
With his victory, Fangio would clinch his fourth consecutive championship and fifth overall championship, two records that would not be matched until Michael Schumacher and Ferrari's dominant early 2000's, almost half a century later. His victory at the Nürburgring would be his record-setting twenty-fourth victory in Formula 1, taken at the astonishing age of forty-six, a record he would hold for more than 10 years until Jim Clark's 25th and final win at South Africa in 1968.
Fittingly, the Maestro saved his magnum opus for his final win, closing a career that would be gold standard for Formula 1 excellence for 50 years.
Stirling Moss would take victory in the last two races at Pescara and Monza, with Fangio taking strong second places. And at the end of the season, Maserati would fold, crumbling beneath the weight of its outstanding debt, and would not re-enter the sport until the mid-1960s. Fangio would still race twice in 1958, but his time had come.
The opening race of the next year would feature the new Cooper T43, Formula One's first mid-engined racecar. Piloted by Stirling Moss, it would take a commanding victory, and in doing so, herald a revolution in car design. Cars would get lighter, engines would get smaller, and cornering speeds would improve dramatically. The classic front-engined cars, the ones Fangio spent his career driving, would limp along for a more few seasons, but would never win a championship again.
And thus, F1's first era, unquestionably dominated by the old man from Balcarce, had come to an end. It was time for new heroes to emerge.
EpilogueFangio survived his racing career, in an era where that was not a guarantee. He would live for another 40 years, passing away in 1995 having witnessed incredible change in the sport he once ruled in - the rise and fall of dynasties, of careers, and of champions, just as the career of the driver who would supplant his championship count was starting to unfold.
As for his fellow drivers, the law of probabilities was unkind to many of them. Peter Collins would die at the German Grand Prix the following year. Mike Hawthorn would win the Drivers' Championship in 1959, only to die in a road car accident shortly after (his body was already failing him by then). In all, over a third of the drivers in that 1957 German Grand Prix would perish in racing accidents, reminders of the gladiatorial nature of motorsports back then, everyone involved constantly perched on the precipice between life and death.
Unlike many of his compatriots, however, Fangio was known for his lack of romanticism and aversion to unnecessary risk. "The secret,” he had said, “is to win going as slowly as possible". But in Germany, in 1957, we saw the rare instance of him letting go of that mantra. Formula 1 finally saw the Maestro driving without calculating risk, without restraint.
And Fangio knew that, on that day in Germany, he stared at his mortality and made a choice: to challenge death and to win.
Years later, reflecting on this race, Fangio would say, "I made such demands on myself that I could not sleep for two nights afterwards. I had never driven as I drove then, but I also knew I would never be able to go so fast again – ever."