The Autódromo de Buenos Aires was built in 1952 during the presidency of Juan Perón, constructed on swampland in Villa Riachuelo, the southernmost barrio of the capital. Originally named Autódromo 17 de Octubre after the date of Loyalty Day, it was later renamed for Argentine racing driver brothers Juan Gálvez (1916–1963) and Oscar Alfredo Gálvez (1913–1989), who were among the country's most celebrated motorsport figures of the mid-twentieth century. The facility has a capacity of 45,000 spectators and sits on flat terrain surrounded by large grandstands that afford excellent sightlines across most of the circuit.
The autodrome is notable for the unusually large number of alternative layouts it has used over the decades. Numbered configurations — No.2, No.6, No.9, No.15 and others — have been employed for different classes and eras of motorsport, making the facility one of the most versatile permanent venues in South American racing history.
The No.15 configuration was created by adding two long straights and a connecting long third corner to the existing infield section, dramatically increasing average lap speeds compared to earlier layouts. The arrangement produced a sequence where drivers were flat out for approximately 40 seconds through the extended section, with cars reaching 305 km/h (190 mph) as they exited the third corner. The corner was frequently taken flat, or very nearly so, with cars often on the brink of spinning or crashing — a characteristic that made it a prime spectator vantage point and gave the layout a reputation for raw high-speed drama.
Formula One had previously used the No.2 layout from 1954 to 1960 and the No.9 layout from 1971 to 1973. The introduction of No.15 in 1974 coincided with the ground-effect aerodynamic revolution beginning to reshape Formula One cars, and the circuit's long flat-out passages placed particular demands on suspension setup and tyre management.
The Argentine Grand Prix ran on the No.15 layout from 1974 through 1981, a period that included some of the most competitive championship seasons of the decade. Argentine drivers Carlos Reutemann and Ricardo Zunino raced on home soil during this era, with Reutemann in particular a consistent frontrunner who generated intense local interest.
The 1982 Argentine Grand Prix was cancelled following Argentina's invasion of the Falkland Islands and compounded by Carlos Reutemann's sudden retirement after the 1982 Brazilian Grand Prix, ending the run of No.15 grands prix before a planned return could be organized. Formula One would not return to Buenos Aires until 1995, by which time the twisty No.6 configuration — incorporating the S de Senna rather than the Tobogán section — was chosen instead. That later layout was not well regarded by teams and drivers and the race was dropped after 1998.
Beyond Formula One, the No.15 layout was also used for the Buenos Aires Grand Prix in Formula 2, Formula 3, and Formula Junior events during 1966–1968, and for the 1000 km of Buenos Aires sports car race in 1972. Its high-speed character made it a natural fit for endurance and top-formula machinery of the period.
The Autódromo itself has continued to host a wide range of national and international events, including Turismo Carretera, TC2000, Top Race V6, Stock Car Pro Series, and various South American touring car championships. Argentine motorcycle Grand Prix rounds were also held at the venue between 1961 and 1999, and a return is planned for 2027 following a major redevelopment intended to bring the facility to FIA Grade 2 standard.
The No.15 layout stands as the most iconic Formula One configuration the Buenos Aires autodrome ever produced — a rare circuit where sustained flat-out speed at the very edge of mechanical grip defined the experience for drivers and spectators alike.