2 Antonio Ascari
SA Ital. Ing. Nicola Romeo
Alfa Romeo P2 - 1925

6 Giuseppe Campari
SA Ital. Ing. Nicola Romeo
Alfa Romeo P2 - 1925

Alfa Romeo the only finisher with Ascari and Campari at Spa

The third Grand Prix d'Europe at Spa Francorchamps was a disappointing event in the history of great races. Only four teams with 12 cars had placed entries but at the start only seven cars appeared, three straight-eight Alfa Romeos and four Delage V-12s. The race very quickly developed into a monotonous affair because several of the cars dropped out very early and Alfa Romeo proved superior to Delage. After half distance, only three cars were left and at the end only two finished. The fact that the Alfa Romeos of Ascari and Campari were the sole finishers was not merely regrettable; it was unparalleled in grand prix racing.

The European Grand Prix was held for the first time in 1923 when Fiat won at Monza with Salamano and Bordino first and second. The American champion Jimmy Murphy drove his Miller into third place, and two German Benz cars followed in the next places. This was a truly international race. The following year, the European Grand Prix was held at Lyon and developed into a battle between Alfa Romeo, Delage and Sunbeam. Alfa Romeo won; Delage came second but a Sunbeam made the fastest lap.       The 1925 European Grand Prix was the first event to be staged at Spa- Francorchamps for grand prix racecars. The circuit had been in use since 1921, initially for motorcycles and then in 1924 a 24-hour touring car race was held. The Royal Automobile Club de Belgique (R.A.C.B.) had been busy preparing for such an important event. The start was near Francorchamps, about 10 km south of Spa. In front of the new grandstand, which had 2500 numbered seats, the road was changed into a 300 meter long straight, to improve visibility of the start and finish section. Three new large parking areas were added near the circuit, designed specifically to avoid traffic jams. The 14.914 km triangular circuit had received a macadam layer in 1921 so that dust on the surface was not a hazard. But it was still dusty. With 54 laps the distance of the race was 805.356 km. The circuit contained three hairpin bends, Frontier, the right uphill hairpin just past the left-hand Eau Rouge bend, Stavelot and La Source. With inclines and descents, it was similar to the Lyon circuit, however none of the gradients were more than 4% and there were no really difficult corners. One bend was situated near Malmedy on what was formerly German territory.       The Grand Prix was held for the first time to the new regulations without a riding mechanic. However, the second seat had to remain in place but a rear-view mirror had to be added. The 2-Liter formula remained in effect.

Entries: At the end of March, two months before the race, the Alfa Romeo team rented a villa next to the Spa circuit, while Delage settled in a Francorchamps hotel. Early in April the Alfa team arrived at Spa to survey the circuit. Ascari, Campari, Presenti, Brilli-Peri and Minozzi, the reserve driver, were present, as was the team's engineer, Jano.       Officially there had been 14 entries for the European Grand Prix. The Italian firm Diatto had been disqualified from racing following a protest after the 1924 Rabassada hill climb. When the AIACR lifted the ban at their 1925 meeting early in May, Diatto entered one car for the European Grand Prix. But in the end, this and an entry by Mathis did not materialize, which still left a 12-car entry. Mathis planned to build a 2000 6-cyl. car, the correct type for the 1925 formula. But this car was just a plan and was never built. So, he would have started with the 1500 4-cylinder, which was known did exist.       On June 16, AUTOMOBIL-REVUE reported the withdrawal of the Sunbeam and Guyot teams, which amounted to a further loss of five cars. The six-cylinder, supercharged Sunbeams were entered for Major Henry Segrave, Count Caberto Conelli, Count Giulio Masetti with George Duller in reserve. The cars, which were largely unaltered from 1924 were apparently not ready in time for the race and instead were sent from the Wolverhampton factory in England directly to Montlhéry for the French GP. The true reason for their absence may have simply been a shortage of cars. Since the European and French Grands Prix were only one month apart, Sunbeam claimed, it did not allow them sufficient time to rebuild the cars after the European Grand Prix for the more important French Grand Prix.       The French Guyot-Specials were to be driven by Albert Guyot and Maurice Rouvier (often mixed up with Henry Rougier) and with the Belgian Henri Matthys (not Jean Matthys) as the reserve driver. The cars were based on a modified Rolland-Pillain chassis, fitted with a six-cylinder Burt McCollum sleeve valve engine, very similar to the one used in the Schmidt of 1924. Regarding their non-attendance it appeared that Guyot had not achieved the results he had hoped for. This was probably also the reason why he had withdrawn his three Indianapolis entries. The battle with adversaries like Alfa Romeo and Delage would have been hopeless for Guyot since his cars were too slow. Consequently, he cancelled.       That left only a seven-car field, consisting of four 12-cylinder Delages for René Thomas, who was the team manager plus Albert Divo and Robert Benoist, two proven drivers and Paul Torchy, who was rather unknown. The 1925 Delage had received a 5-speed gearbox, and was lower and better streamlined than the previous year's model. The hood and cowl were now heavily louvered to dissipate the enormous heat generated by the V-12 engine, which was now equipped with a Roots blower on each bank of cylinders. This boosted the power output to 190 hp, delivering a previously unheard of 95 hp per liter. The installation of a supercharger had gained the French company 87 hp compared with last year's model and enabled a top speed of around 215 km/h. Only one of the 1925 Delage models was ready in time, so the other three entries were 1924 models which had been fitted with superchargers. There was no time to test the cars and although the 1925 model was ready, it was not fully tested. It carried race #1 and was assigned to René Thomas. As the team manager, shortly before the start he lent his new car to Divo who had complained about his 1924 car which had encountered engine and gearbox problems. Thomas then, drove the #9, Divo's 1924 car and Divo took the seat in the #1 new Delage which he had never driven before.       Alfa Romeo arrived with three P2 models, all of them with a slab tank, surmounted by a spare wheel in place of a streamlined tail. Over the winter last year's cars had been improved with larger drum brakes and the installation of an additional fuel tank in front. The latter was needed because of higher fuel consumption, resulting from the use of a special more potent fuel for 1925. Together with detail engine improvements this helped to raise the engine output from 145 hp to 155 at the same top 5500 rpm. Two of these new models were available for Antonio Ascari and Giuseppe Campari. The third car, one of last year's unmodified models, was given to their new driver, Gastone Brilli-Peri, who replaced Louis Wagner after his move to Delage. Giovanni Minozzi and Sozzi came along as nominated reserve drivers.       The Grand Prix d'Europe was held to the new regulations without the riding mechanic on board, however, the cars still had to have two seats. This was the first time that the new rule was applied. The event counted as the second round of the newly introduced World Championship, which required a minimum distance of 800 km.

Practice: was set from June 14 to 27, between four and seven in the morning. The Sporting Commission of the R.A.C.B., led by President Baron Nothomb, decided the starting positions by drawing lots, which AUTOMOBIL-REVUE published on May 26: 1. Delage I; 2. Alfa Romeo I; 3. Guyot I; 4. Sunbeam I; 5. Delage II; 6. Alfa Romeo II; 7. Guyot II; 8. Sunbeam II; 9. Delage III; 10. Alfa Romeo III; 11. Sunbeam III; 12. Delage IV.       During Wednesday practice the Alfa Romeo reserve drivers Minozzi, Sozzi and Bruno drove the early laps. While the reserve drivers were practicing, Thomas was turning quick laps behind the wheel of the new 1925 Delage. His car was noticeably different in the bodywork, which was more profiled but with more tail than before. The general shape was elegant and resembled a single-seater. All engines were equipped with a supercharger. The best lap of the Delage was made by Thomas in 7m45s at an average of 115 km/h. In comparison the Alfa Romeos managed 7m20s and 7m10s, at an average of 120 km/h.       On Thursday morning Ascari and Campari both completed three laps. Brilli Peri was to drive on Friday. For his part, Divo made six laps at high speed, registering the best time of the day with 7m22s. Benoist, Torchy and Wagner each completed three laps. Torchy's time was 7m49s. After official practice ended, Engineer Pozzi arrived with Mr. Francialli from the Pirelli factory.       The best times during Friday's practice were made by the three Alfa Romeo drivers. Ascari and Brilli Peri got down to 7 minutes, equal to 128 km/h average while Campari drove at slightly slower speeds. Divo the fastest of the Delage team made one lap in 7m20s. If the weather would be dry, the Alfa Romeo drivers were confident they could make laps in the 6m50s, something really amazing on a circuit like this.       The weight of the cars was as follows: Alfa Romeo, Ascari 822 kg Alfa Romeo, Campari 870 kg Alfa Romeo, Brilli Peri 840 kg Delage, Divo 800 kg Delage, Benoist 800 kg Delage, Thomas 860 kg Delage, Torchy 840 kg

Race: Sunday was an overcast day and a rather small crowd, of estimated 80-100,000 spectators, assembled around the course. As mentioned above, the starting positions were decided by drawing lots:

2 Ascari Alfa Romeo 9 Thomas Delage 6 Campari Alfa Romeo 5 Benoist Delage 10 Brilli-Peri Alfa Romeo 1 Divo Delage 12 Torchy Delage

At ten o'clock the starting signal was given. Both Alfa Romeos went immediately into the lead, followed by the Delages which made a bad start with backfiring engines. Ascari finished the first lap in 7m19s and was seven seconds clear of Campari and 38 seconds ahead of Benoist in third place.       At the end of lap two, Ascari had a 14 second advantage on his teammate and Divo had now moved into third place, but was already 1m41s behind the leader. Benoist had lost a lot of time and finally appeared slowly, pulling into his pits where he retired his Delage with a broken fuel tank. According to a later statement made by Ascari, the frame had twisted and strained the tank beyond any hope of repair.       By lap three Alfa Romeo's superiority was beyond any doubt. The Italian cars had better road holding, superior acceleration and more effective brakes. On lap four, Torchy's car received new sparkplugs in over six minutes. He rejoined the race, only to retire his backfiring car at the end of the same lap, supposedly with carburation problems. Ascari led Campari with a large gap to third placed Divo and Brilli-Peri in last year's Alfa Romeo. After five laps, 74.570 km, the seven-car field was down to five cars in the following order: 1. Ascari (Alfa Romeo) 35m50s 2. Campari (Alfa Romeo) 36m33s 3. Divo (Delage) 39m04s 4. Brilli Peri (Alfa Romeo) 39m43s 5. Thomas (Delage) 40m12s Delage disappointed during the race because none of their cars reached the times they had shown in practice. The only one was Benoist on the second lap who had put up a comparable speed to Ascari's in the corners after the grandstand. On lap eight Thomas retired his Delage when his engine caught fire and burned his left hand. Ascari stated later that the Delage overturned and was burning as he drove by, past Francorchamps. Within the first seven laps, three Delages had retired due to a split fuel tank, ignition trouble, (either carburation or a broken valve, depending on whom one believed) and an engine fire. However, according to Griffith Borgeson, the engines had in reality expired when the connecting rods had come through the crankcase. Team chief René Thomas was accused of having the rods machined excessively in order to save weight, but it seemed that the blame was with his designer Albert Lory, for miscalculating the increased piston pressures that supercharging would produce. Prior to that explanation, Laurence Pomeroy had stated that the inherent problem of these new supercharged engines was that normal blow-off valves on the pressure side of the manifold were not fitted. Consequently, the built-up pressure in the inlet system relieved itself by blowing open the inlet valves. These then hit the exhaust valves with resulting damage.       It was now left to Divo in the 1925 Delage to defend the French colors and he just did not have sufficient speed to keep up with the Alfas. While Ascari and Campari drove laps at around 7m12s, Divo's laps were about 7m22s. After ten laps, 149.14 km, Ascari led with a time of 1h11m59s, followed by Campari, Divo and Brilli-Peri. After ten laps the field was down to four cars in the following order: 1. Ascari (Alfa Romeo) 1h11m59s 2. Campari (Alfa Romeo) 1h12m50s 3. Divo (Delage) 1h16m15s 4. Brilli Peri (Alfa Romeo) 1h17m55s On lap 14, Ascari lapped his teammate Brilli-Peri, in the less powerful model, which had served as the practice car but had not received the improvements that were made to the other two Alfas. Ascari and Campari drove lap after lap at a steady pace. Gradually Divo picked up speed with his Delage and produced a lap in 7m4s, which prompted Ascari to drive the next lap in 6m54s. Campari stopped after lap 19 to take on water, oil and fuel and change both rear wheels in 2m06s. On the next lap Ascari stopped at the pits after his new lap record in 6m52s at 130.18 km/h average speed. After 20 laps, 298.28 km, the order was: 1. Ascari (Alfa Romeo) 2h23m01s 2. Campari (Alfa Romeo) 2h25m15s 3. Divo (Delage) 2h28m10s 4. Brilli Peri (Alfa Romeo) 2h34m50s 1 lap behind Divo, who had not yet stopped at the pits almost caught up with Campari, the two cars being separated by only about 300 meters. But Divo was three minutes behind, when he arrived at his pits with a flat tire. Since Divo carried no spare, he had to limp back to the pits on his rim. He changed tires, and took on fuel, oil and water. While he was in the pits, Ascari and Campari both passed him. The race had become monotonous except for Brilli-Peri's attempt to catch Divo. However, Brilli-Peri's race ended on lap 27 when a bolt of the Alfa's rear spring broke. After 30 laps 447.42 km, the field was down to three cars in the following order: 1. Ascari (Alfa Romeo) 3h36m16s 2. Campari (Alfa Romeo) 3h44m04s 1 lap behind 3. Divo (Delage) 3h48m01s 1 lap behind On lap 31, Divo stopped to replace the sparkplugs of the right-side block. All four tires were changed, and water and fuel were added. On lap 32 Divo headed for his pits again, this time to change a broken spark plug. His struggle came to an end when he retired on lap 33. Ascari established a new lap record on lap 34 in 6m49s at 131.49 km/h average speed. Both Alfas, the only cars now running, were called into the pits for their regular stops after 40 laps, 596.56 km at an average speed of 123.875 km/h with the times as follows: 1. Ascari (Alfa Romeo) 4h55m18s 2. Campari (Alfa Romeo) 5h12m54s 2 laps behind The Italian journalist, Giovanni Canestrini, who was present in Spa wrote in La Gazzatta dello Sport on Monday after the race, by now the Italian couple of Ascari and Campari was alone, absolute masters of the field. Once all traces of resistance had disappeared from their unfortunate adversaries, after the 40th lap, our drivers were standing in the pits, took refreshment, do a bit clean-up time for the cars. Ascari also changed all four tires. Five minutes passed like this. The disappointment of the spectators was now complete. The disappearance of the courageous Divo, in which the French above all had placed their unyielding, desperate hopes to the last, spread a bitter sadness among the spectators.       This particular pit stop has often been described and over the years became a popular anecdote, based on unreliable secondary source information. 27 years later in Canestrini's 1957 memoirs, "Uomini e Motori", there appears the complete story with a picnic table and carwash. Peter Hull also spread this yarn in his 1967 book. Thereafter this nonsense appeared in many books and articles where this 1925 race was described.       Ascari and Campari completed the last third of the 54-lap race at a steady speed and only near the end did Campari slow down, giving Ascari a three-lap advantage. After 50 laps, 740.7 km, the times were: 1. Ascari (Alfa Romeo) 6h11m49s 2. Campari (Alfa Romeo) 5h32m48s 3 laps behind Ascari drove towards victory with wonderful regularity, followed by Campari. It did not appear that their engines had sustained such a prolonged effort. Now Ascari and Campari were running laps in 7m35s and 8m respectively. It was remarkable that during the race the hood of the leading Alfa Romeo did not have to be opened a single time. On the penultimate lap, the Italians who were scattered amongst the spectators regrouped, as if a password had spread around. Some small tricolor flags were seen being waved. Finally, the roar of the engine announced the arrival of the winner. At the Alfa Romeo pits executives and mechanics were on their feet, cheering and were joined by a few Italians present as Ascari crossed the finish line three laps ahead of Campari. A group of Italian spectators carried Ascari on their shoulders to the grandstand. The Tones of the Marcia Reale was heard. Ascari was embraced by engineer Romeo and his arm reached to the stand where he was congratulated by the members of the Sporting Commission, though the absence of members of the Belgian Government was noted.

15 Renato Balestrero
R. Balestrero
OM 665S

23 Salvatore Casano
S. Casano
Alfa Romeo RLS

22 Costantino Trombetta
C. Trombetta
Fiat 14 B - S.57

Balestrero wins the first Coppa Vinci at Messina