Antonio Ascari

Antonio Ascari (15 September 1888 – 26 July 1925) was an Italian Grand Prix motor racing champion.

Antonio Ascari was born near Mantua, but in the Veneto region of Italy, as the son of a corn dealer. He began racing cars at the top levels in Italy in 1919, using a modified 1914 Fiat. Along with Enzo Ferrari, he raced in the first Targa Florio held after the end of World War I in 1919, but did not finish after crashing into a deep ravine. His bad luck there continued in 1920 and 1921, but in 1922 he finished a strong fourth. Driving an Alfa Romeo for Vittorio Jano in April 1923, he narrowly lost the Targa Florio, finishing second to his Alfa Romeo teammate, Ugo Sivocci. However, the following month at the Cremona Circuit he drove to his first major Grand Prix victory. In 1924, he was again the winner at Cremona in the first race of the P2, then went on to Monza where he won the Italian Grand Prix.

1925 promised to be a great year for Antonio Ascari, his car dominating the competition at the Circuit de Spa-Francorchamps when he won the inaugural Belgian Grand Prix. He could even eat and drink slowly during a pit stop.

Antonio Ascari in his Alfa Romeo 20-30 ES at the 1922 Targa Florio (2)

Ascari in Alfa Romeo 20-30 ES at the 1922 Targa Florio

Antonio Ascari vainqueur du circuit de Crémone en 1924, sur Alfa Romeo

At Cremona in 1924

Ascari-Ramponi-BelgianGP-1925

At Belgian GP in 1925

The 36-year-old Ascari was killed while leading the 1925 French Grand Prix in an Alfa Romeo P2 in the first race at the new Autodrome de Montlhéry south of Paris. He crashed at the fast left handed corner on the straight that headed back to the banked section of the track; Ascari died of his injuries on his way to hospital in Paris. He left behind a seven-year-old son, Alberto, who would become one of the greats of Formula One racing in the early 1950s and who would also die behind the wheel at age 36 and on the 26th of a different month, four days after a remarkable escape.

Antonio Ascari is interred in the Cimitero Monumentale in Milan.

Antonio Ascari
Antonio Ascari en 1925, sur Alfa Romeo P2
Antonio in an Alfa Romeo P2 in 1925
Born15 September 1888
Died26 July 1925 (aged 36)
OccupationRacing driver
ChildrenAlberto Ascari

External links

1924 Grand Prix season

The 1924 Grand Prix season again saw Grand Prix motor racing in Europe and North America. The Indianapolis 500 was again designated a Grand Épreuve by the International Sporting Commission of the AIACR, along with the French Grand Prix, held in Lyon and the Italian Grand Prix at Monza. The French Grand Prix was also this year's European Grand Prix.

1924 Italian Grand Prix

The 1924 Italian Grand Prix was a Grand Prix motor race held at Monza on 19 October 1924.

1925 Belgian Grand Prix

The 1925 Belgian Grand Prix was a Grand Prix motor race held at Spa-Francorchamps on 28 June 1925. This was the first ever grand prix held at Spa, and the first ever Belgian Grand Prix.

1925 French Grand Prix

The 1925 French Grand Prix was a Grand Prix motor race held at Autodrome de Linas-Montlhéry on 26 July 1925.

ALFA 20/30 HP

ALFA or later Alfa Romeo has made three cars named as 20/30 HP, first one 1910 4-cylinder 4-6-seater tourer, improved version 20/30 HP E in 1914 and 1921 the 20/30 HP ES Sport, a 4-seater sportscar.

Alfa Romeo Caimano

The Alfa Romeo Caimano is a concept car designed by Giorgetto Giugiaro of Italdesign and presented at the Turin Motor Show in 1971. The car is exhibited at the Museo Storico Alfa Romeo.

Alfa Romeo Delfino

The Delfino is a concept car built by Alfa Romeo in 1983.

The car was a 2-door coupé designed by Bertone, and was based on the Alfa Romeo Alfa 6 platform. It was presented at the Geneva Motor Show in 1983.

The Delfino had a Busso V6 engine that displaced 2,492 cc (152.1 cu in), and developed 158 hp (117.8 kW) of power at 5600 rpm.

Alfa Romeo Gloria

The Alfa Romeo Gloria is a concept compact executive car made by the Italian car manufacturer Alfa Romeo. It was first shown to the public at the Geneva Motor Show in March 2013. Unusually, the concept was designed by 20 students of transportation design at the European Design Institute of Turin.

Alfa Romeo Issima

The Alfa Romeo Issima is a concept design car by the Swiss engineering company Sbarro. The Issima was introduced at the 1996 Geneva Motor Show, it is equipped with two 3 litre V6, creating a V12 with 500 bhp (373 kW; 507 PS).Its name derives from the Italian suffix "-issima" ("very very" for feminine names), used on adjectives.

Alfa Romeo P1

Alfa Romeo Tipo P1 was the first Grand Prix car made by Alfa Romeo in 1923. The car had a 2.0 L straight-6 engine and it produced 95 bhp (71 kW) at 5000 rpms. Two cars were entered in the Italian GP at Monza in 1923, one for Antonio Ascari and one for Ugo Sivocci. When Sivocci was practicing for the GP in September 1923 he crashed and was killed. Alfa Romeo withdrew from the competition and development of the car was stopped. In 1924 a new version with Roots-compressor was made and became the P1 Compressore 1924.In 1923 Vittorio Jano was hired to Alfa Romeo to design new car and P2 was born.

Alfa Romeo P2

The Alfa Romeo P2 won the inaugural Automobile World Championship in 1925, taking victory in two of the four championship rounds when Antonio Ascari drove it in the European Grand Prix at Spa and Gastone Brilli-Peri won the Italian Grand Prix at Monza after Ascari died while leading the intervening race at Montlhery.

Although 1925 brought drastic changes of regulations, from 1924-1930 the P2 was victorious in 14 Grands Prix and major events including the Targa Florio. It was one of the iconic Grand Prix cars of the 1920s, along with the Bugatti Type 35, and enabled Alfa Romeo, as world champions, to incorporate the laurel wreath into their logo.

The P2 was introduced by Alfa Romeo for the Circuit of Cremona in northern Italy in 1924, where Antonio Ascari won at over 158 km/h (98 mph), and then went on to win the speed trial at 195 km/h (121 mph). The car was the first creation of Alfa’s new designer Vittorio Jano who had been recruited from Fiat by Enzo Ferrari when Nicola Romeo scrapped the P1 after its poor performance in the 1923 Monza Grand Prix against Fiat. The P2 was powered by Alfa’s first straight-8 cylinder supercharged engine with 2 carburettors placed after the compressor.

Only 2 of the 6 original models survive, and they can be seen in the Alfa Romeo Museum in Arese and the Turin Automobile Museum. The P2 had two body styles using either a cut off or long rear.

One of the P2s was featured on the main sculpture at the 2010 Goodwood Festival of Speed.

Alfa Romeo RL

The Alfa Romeo RL was produced between 1922-1927. It was Alfa's first sport model after World War I. The car was designed in 1921 by Giuseppe Merosi. It had a straight-6 engine with overhead valves. Three different versions were made: Normale, Turismo and Sport. RL total production was 2640.

The RLTF (Targa Florio) was the race version of RL - it weighed half of normal versions, the engine had seven main bearings instead of four and double carburetors.

In 1923 Alfa's race team had drivers like Ugo Sivocci, Antonio Ascari, Giulio Masetti and Enzo Ferrari.

Sivocci's car had green cloverleaf symbol on white background and when he won Targa Florio 1923, that symbol was to become the Alfa team's good luck token.

In 1927, 2 different RLSS were entered in the first Mille Miglia, but both dropped out after briefly leading the race. A 1925 RLSS version with rare, original bodywork by Thornton Engineering Company in Bradford, UK, is on permanent display in the Brooklands exhibit at the Simeone Foundation Automotive Museum in Philadelphia, PA, USA. It is one of only 9 RLSS still in existence.

Autodrome de Linas-Montlhéry

Autodrome de Montlhéry (established 4 October 1924) is a motor racing circuit, officially called L’autodrome de Linas-Montlhéry, located south-west of the small town of Montlhéry about thirty kilometres (19 miles) south of Paris.

Giulio Masetti

Giulio Masetti (1895 – 25 April 1926) was an Italian nobleman and racing driver, known as "the lion of Madonie" from his dominating the Targa Florio in the early 1920s.

Born in Vinci, he was the older brother of the racing driver conte Carlo Masetti, both living in

Castello di Uzzano, a palace in Greve in Chianti owned by the Masetti di Bagnano family since 1644.Masetti acquired his first car, a 4.5-litre Fiat S57 B14 from Antonio Ascari, in which he was fourth at X Targa Florio (1919), and won the XII Targa Florio (1921). The next year, he won XIII Targa Florio in his privately entered ex-Otto Salzer 1914 Mercedes 4.5-litre 115 HP 18/100 (1922).

Masetti then raced an Alfa Romeo RL TF (second at XIV Targa Florio, 1924) before joining the Sunbeam-Talbot-Darracq team. He was third in a Sunbeam 135 bhp 2-litre at the 1925 French Grand Prix, but failed to finish the San Sebastián Grand Prix (1925) and the II Rome Grand Prix (1926).

He died at Sclafani Bagni, Sicily, during the XVII Targa Florio, while driving entry #13, a Delage 2L CV. A stone plaque is erected at the place. Since this incident, the entry #13 is no longer issued at Grand Prix events.

Giulio Ramponi

Giulio Ramponi (8 January 1902 – December 1986) was an Italian automobile technician and racing driver.

He was born in Milan where he worked for the Florentia car maker and the Pelizzola maker of fuel pumps. In 1918 he became the mechanic of his stepfathers friend, opera singer Giuseppe Campari (1892–1933) who won at Mugello in 1920 with Alfa Romeo. In 1924, Ramponi became chief riding mechanic and co-driver for Antonio Ascari (1888–1925) and his Alfa Romeo P2, in which Ascari was killed in 1925. Ramponi was not in the car, since a GP rule change in 1925 eliminated the use of riding mechanics. Ascari died in his arms.Working under Vittorio Jano (1891–1965), he was test driver for Alfa Romeo 6C in 1927, and again, chief mechanic and co-driver for Campari. They won Mille Miglia in 1928 and 1929. He also raced in England, winning the 1928 Brooklands 6-hour race. Since losing his job in 1929, he worked for Tim Birkin (1896–1933) and the Dorothy Paget team. In 1932 he was again at Alfa for the Alfa Romeo P3 project. On 10 September 1933 Giuseppe Campari was killed, at the same time causing Baconin Borzacchini to fatally crash, Ramponi having reluctantly removed the front brakes of his Maserati to reduce weight.In 1934 he became team leader with Whitney Straight (1912–79) and they won the First South African Grand Prix. Since 1935 he worked for Dick Seaman (1913–39). Ramponi also became a British citizen in the 1930s. During World War II he was interred on the Isle of Man and his first wife died from peritonitis. In 1947 he married Irene Cooper. He worked for 20 years as a consultant to various automobile and aircraft companies.

Ramponi had first visited South-Africa in 1934. Since 1968 he and his wife Irene lived in South Africa.

Louis Wagner (driver)

Louis Wagner (5 February 1882 – 13 March 1960) was a French Grand Prix driver who won the first ever United States and British Grands Prix. Wagner was also a pioneer aviator.Wagner was born in Le Pré-Saint-Gervais, Seine-Saint-Denis. He began racing cars while in his teens and claimed victory in 1903 driving a Darracq in a voiturette class race at the Circuit des Ardennes at Bastogne, Belgium. Wagner was one of the drivers for the Darracq team in the 1904 Gordon Bennett Cup in Germany that finished 8th and in 1905 at the Circuit d'Auvergne in Clermont-Ferrand, he was eliminated in the first round.

Competing in the United States, Wagner won the Vanderbilt Cup of 1906 driving a Darracq model 120 over a Long Island racecourse. He finished 5th in the 1907 Kaiserpreis in Germany but the following year in Savannah won the first ever United States Grand Prix driving a Fiat.

Driving a Mercedes, Wagner finished second to Christian Lautenschlager in the 1914 French Grand Prix at Lyon. He competed in the 1919 Indianapolis 500 driving a Ballot but went out with a broken wheel on lap 45. In 1924 he drove for the Alfa Romeo team, in a P2 alongside Antonio Ascari and Giuseppe Campari. In 1926, Wagner teamed up with Robert Sénéchal to drive a Delage 155B to victory in the first ever British Grand Prix. In August he won the Grand Prix de la Baule in a Delage 2LCV. In addition to Grand Prix racing, Wagner also competed in the 24 hours of Le Mans endurance race.

Million Franc Race

The Million Franc Race, or ‘Prix du Million’, was an effort in 1937 by the French Popular Front to induce French automobile manufacturers to develop race cars capable of competing with the incredibly advanced German Mercedes-Benz and Auto Union racers of the time, which were backed by the Nazi government in a (largely successful) attempt to dominate the sport, in order to 'prove the superiority of the Aryan race'. The prize money was a million francs, and in order to ensure that the competition tested each car's ultimate limits rather than just the driver's skill in passing other drivers, the race was a time trial against the clock at the treacherous Autodrome de Montlhéry track, which had taken the life of the great Antonio Ascari.

Each car had to drive sixteen laps (200 kilometres (120 mi)) at an average speed of at least 146 km/h (91 mph) from a standing start. René Dreyfus was hired by Delahaye to drive their model 145 in testing and in the competition itself, where he risked death by setting a literally blistering pace, wearing the special Dunlop tires down to the fabric, but handily overwhelming all competitors except the Bugatti team. On the last day of the competition, the Bugatti entry, driven by Jean-Pierre Wimille, arrived. After spending most of the day repairing various mechanical problems, towards sundown the Bugatti took to the track for their run, accompanied by Dreyfus in the Delahaye in an attempt to protect his incipient victory. The two drivers pushed each other to incredible speed, until the Bugatti once again broke under the strain, ensuring Delahaye the prize.

The victorious Delahaye 145, known as the 'Million Franc Delahaye', was driven by Dreyfus in 1938 at the Pau Grand Prix, a tight circuit running through village streets, where he beat the legendary Rudolf Caracciola and his all-conquering 480 hp (358 kW) Silver Arrow, becoming a national hero in France.

When the Germans seized control of France during World War II, the 'Million Franc Delahaye' was disassembled and hidden by sentimental French patriots to prevent it from falling into German hands, and its whereabouts subsequently became unknown. Since then, two different cars have surfaced with credible claims to be the 'Million Franc Delahaye', with two different collectors (Peter Mullin in 1987 for the Mullin Automotive Museum & ?) claiming the privilege of owning this unique automotive piece of history.

Sorgà

Sorgà is a comune in the province of Verona, Veneto, northern Italy.

It is the birthplace of the Italian racing car driver Antonio Ascari, father of the Italian champion Alberto Ascari.

Ugo Sivocci

Ugo Sivocci (August 29, 1885 - September 8, 1923) was an Italian race car driver.Born in Salerno, Sivocci started his racing career as one of the pioneers of Italian bicycle racing, obtaining a second place in the 600 km long classic Corsa Nazionale. After World War I, he worked as an auto mechanic in Milan. Being a friend of Enzo Ferrari, he was hired by Alfa Romeo in 1920 to drive Alfa in three-man works team: (Alfa Corse) with Antonio Ascari and Enzo Ferrari. With the HP 20-30 ES Sport he finished 2nd in the Parma - Poggio Berceto race. In 1923 he began to drive the Alfa Romeo RL, and quickly won numerous races. In the same year, he won the Targa Florio with RL Targa Florio which was his major racing achievement. The race was a great success for Alfa Romeo as second (Ascari) and fourth places (Giulio Masetti)

were occupied by Alfa.

In the same year Sivocci was killed while testing Merosi`s new P1 at Monza. On the same day of the accident, a press release of the engineer Nicola Romeo announced the withdrawal of other Alfa Romeo cars competing. Sivocci's car was painted with the green cloverleaf on a white background that was to become Alfa's good luck token.

His car was carrying number 17, which was never again assigned to Italian racing cars.

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