Antonio Ascari: How I won the 1925 Grand Prix d'Europe

By the late ANTONIO ASCARI

I am very pleased to have the opportunity of writing my experiences of the Grand Prix d’Europe, especially in The Brooklands Gazette, because I have always found the British racing motorist a good sportsman, and very often a formidable rival on the course.

It has been said that this year’s race was an easy affair for the Alfa-Romeo cars, but just because my compatriot Campari and I happened to be the only two drivers to finish the course, one should not imagine the race was what you call a “walk-over.” No, indeed, it was a very severe test of endurance, both for the cars and the drivers, and, of course, I am more than delighted to have driven my beautiful Alfa-Romeo to victory once again.

My car, as well as that of Campari and Brilli Perri, has been improved a little since last year’s race, and perhaps a few details may go to show that it is really an ideal machine for very fast racing. The eight-cylinder engine (61 mm. by 85 mm.) has overhead valves, driven by two separate camshafts, and is supercharged by the Alfa-Romeo Compressor, which helps to give the enormous engine speed. During the race my revolution counter frequently registered 7,000 r.p.m., and at this speed the engine develops nearly 175 h.p. The engine clutch and gear box are combined in a single unit, and there are four forward speeds, the transmission having an enclosed shaft in a torque tube. All these cars were designed by Signor Jano, who was formerly with the Fiat Company. I should like to give further details of this wonderful car, but I have to speak of the race, so must not wander into the realms of technique.

“Finding my engine respond to my call for more speed, I tried for a faster lap time on the next circuit”

When testing my car, prior to the race, I was literally astounded at the wonderful improvement made in the engine, and the feeling when at the wheel was that I was being propelled through the air by some indescribable power, which at one moment would drive me through space at an incredible speed and the next become submissive to my will, or, to be correct, to the power of the braking system so necessary for safety in road racing.

After a couple of days spent in testing my car, it seemed as if we had grown up together, and therefore I went to the starting line with every confidence of success. During the days of preparation, my car had been the centre of great attention from the Alfa-Romeo engineers, and Signor Memini, who had made the special carburettors, was in constant attendance to give the final adjustments to his apparatus.

At last we are ready to start, and the wonderful scenery of Spa was a fitting stage for the great race. It was a disappointment when we heard that your Sunbeam cars would not start, so we had to be content with a contest with the French Delage cars, which, we had heard, were very fast indeed. Our plan, as a team, was to go so fast as to make our rivals crack up, if possible, and it appears our plan of campaign was right; though the Alfa-Romeos were much faster, had more acceleration and better brakes.

To understand the importance of the performance, I should mention that the course measures nearly 500 miles, and we had to cover 54 laps over hilly and tortuous roads. The road had been well prepared, but, even so, was a very hard one for such speeds as the modern racing car is capable.

At the start, Campari and I took the lead with a very fast speed, and my first lap was covered in 7 min. 20 sec. This showed that the Alfa-Romeo was able to hold its own, even though the maximum engine revolutions had not been reached. Without a mechanic it was difficult to know the progress of other competitors, so, finding my engine respond to my call for more speed, I tried for a faster lap time on the next circuit. On the second lap I saw a Delage in trouble, and learned later it was Benoist with a leaky tank. His frame had twisted and strained the tank beyond hope of repair.

Faster and faster we went, until one lap was covered at over 8o miles an hour, five miles an hour faster than the best lap last year. One of the greatest helps in winning the race was the speed at which the corners could be taken ; and, of course, the effect of supercharging on the lower gears gave a simply astounding amount of acceleration.

Lap after lap we thundered and screamed round the course, the eight cylinders giving out a rhythmic song which sang “Victory, Victory, Victory ! ” all the time. On the fourth lap I saw another Delage in the pits, with the engine running fitfully, so it seemed the Frenchmen were unlucky. On, on, we went, with never a miss, and by this time the changes at the corners and on the hills were becoming almost monotonous in their regularity. I had singled out a landmark at each point where a change of gear had to be made, and, but for the rush of wind past my ears and the stones which flew up when cornering, I might have been at the wheel of a fast touring car.