Miguel Sánchez
Telling the Italian automotive history would be impossible without talking about Vittorio Jano. In fact, his name comes out in circumstances and times that are very different from each other. Thus, the most Ferrari fans will surely know it for the design of the V6 mechanics mounted on the Dino 206. Something that also challenges those who follow the World Rally Championship because, not in vain, that same engine was responsible for propelling the Lancia Stratos. In addition, Jano's mark in Maranello was also seen on the asphalt circuits. Being the author of the mechanics installed in the 156 for the F1 season in 1961.
A logical evolution of the F2 used since the end of the previous decade and, at the time, winner of the constructors' title together with the drivers' title led by Phil Hill. Also, going back in time we must remember how this engineer came to Ferrari from Lancia in 1955. A brand in which he managed to make what is possibly his best design for the competition. The D50. A truly superb F1 car, with an extremely compact and lightweight V8 set in a chassis where the fuel tanks were on the sides in order to improve weight distribution.
In addition, the engine was arranged next to the transmission at a slightly oblique angle. In this way, the pilot's seat was tilted slightly to the opposite side, allowing the propshaft to pass next to the pilot's legs instead of under it. All this for the purpose of situate the driving position as low as possible thus lowering the center of gravity. In short, without a doubt the D50 was one of the most revolutionary F1 of all those created during the first years of the category. A true gem of engineering.
But it is that, in addition, if we go back to the times of the pre-war Grand Prix we find another revolutionary design of his signature. We are talking about the Alfa Romeo P3 Type B from 1932. One of the most iconic single-seaters of all time, although, to tell the truth, in order to understand its genesis we have to go back to 1924. Not surprisingly, It was during that year when the premiere of the Alfa Romeo P2 took place.. Specifically during the French GP, which he won with Giuseppe Campari at the controls. In addition, after a few weeks the P2 achieved its full confirmation during the Italian GP in Monza.
A test in which, in addition to doing a double, he was more than an hour ahead of any model that was not an Alfa Romeo. Thanks to this, together with the contemporary Bugatti this Italian racing car became the winning option for the GPs of its time. In fact, in 1925 he won the first edition of the Manufacturers' World Championship organized by the AIACR, the seed of the future FIA. However, during the following season, tragedy struck the Alfa Romeo squad when Antonio Ascari died after overturning his P2 during the French GP.
Unfortunately, 29 years later, his son Alberto suffered a similar fate when he tried a Ferrari while he was still part of the Lancia team with its legendary D50. Yes indeed, scenes remain to be remembered, such as the Campari and Ascari pit stop during the Belgian GP of the 1926 season. A year in which the single-seaters of the official Alfa Romeo squad were so advantaged that, in an almost comical display, those drivers allowed themselves to eat from a table and tablecloth in the middle of the race. All this to, of course, delight the Italian public while enraging the Belgians and French.
In short, facts from a time where the mechanical disparity between some cars and others generated differences measured even in hours. Differences achieved, to a large extent, thanks to the technical expertise of Vittorio Jano. Who had designed for the P2 an efficient supercharged engine with eight cylinders in line to move just over 600 kilos with its around 150CV. However, the rest of the manufacturers reacted quickly. What's more, the Bugatti and Delage began to win not a few races during the second half of the twenties. In this way, facing the following decade a complete update was needed. This is how the Alfa Romeo P3 Tipo B finally arrived.
ALFA ROMEO P3 TYPE B, THE GLORY AND THE PROBLEMS ARRIVE
By the early 2s, the P8 was completely out of date. In fact, Alfa Romeo Corse ran most of the GPs with the 2300C XNUMX Monza equipped with different bodies depending on the occasion. Because of that, Vittorio Jano presented the P3 as a kind of ultimate weapon in the face of a complete technical renewal in the Italian squad. And yes, she did. In fact, its design was considered by many sources as the first GP car designed from scratch for this type of racing.
Equipped with an engine based on two aluminum blocks with four in-line cylinders each, the total displacement of the eight cylinders reached up to 2654 cubic centimeters. Thus, each of the blocks mounted its own camshaft driven by the same gear train. Regarding food, each of the four cylinders had its own carburettor in conjunction with the two Roots volumetric compressors obedient to the same central axis. In short, the Alfa Romeo P3 had a refined set of eight cylinders capable of delivering 215CV at 5600 revolutions per minute.
In addition, from the differential - mounted just below the pilot's feet - two transmission shafts came out at each end of the rear axle. In this way, the seat was located right in the middle of the hole left by both, managing to lower the center of gravity by being able to place it in a low position. Truly, a solution as original as intelligent, in clear contrast to the rest of the single-seaters and its only drive shaft passing under the passenger compartment. A whole piece of cutting-edge engineering that, by the way, inaugurated Vittorio Jano's concern for the position of the center of gravity.
Something that he would try again in 1954 when designing his Lancia D50. Placing both the engine and the transmission shaft in an oblique position to house the pilot's seat next to it, thrown to the side at a low height. Anyway, technical quirks aside, the truth is that the Alfa Romeo P3 was a winning model since its very debut in charge of Tazio Nuvolari at the 1932 Italian GP. In fact, that same year he won more than half of the grand prix in which he participated while Nuvolari was victorious in the European Championship for Drivers.
However, even with those indisputable successes, this Alfa Romeo experienced its most doubtful season in 1933. Because, harassed by the financial problems of trying to achieve perfection by producing sports cars in small series, the iconic Italian brand had to be rescued by the state. Thus, since the beginning of that same year he had no official presence in the races. However, those tasks were delegated to Scuderia Ferrari. Founded in 1929 to be a team really close to Alfa Romeo. In fact, he used to run with the old Monzas already used by the official factory team.
With all this, in a logical and natural way, the modern and efficient P3 were placed in the hands of the team led by Enzo Ferrari instead of being forgotten in some warehouse. Of course, already after the month of August and, therefore, too late to revalidate the global dominance exercised during the previous year. However, they won in six of the eleven tests in which they were able to register. In addition, in 1934 -already bearing the visible banner of the prancing horse- the Alfa Romeo P3 increased its displacement to 2905 cubic centimeters yielding up to 255CV.
All this to win eighteen of the thirty-five GPs held despite the notorious rise of German models. Likewise, in 1935 he emerged victorious in nineteen of the thirty-nine events in which he was entered including the German GP. One of the most iconic victories in Tazio Nuvolari's career, going first across the finish line before 300.000 Germans who had come to the Nürburgring to see the victory of the local teams. In fact, that was possibly the last great feat of the Alfa Romeo P3. Finally retired during that season having left an indelible mark both in design and victories. In short, one of the designs for which Alfa Romeo will always radiate a special emotion for those who have "sportive heart".
Photographs: Documentazione Center Alfa Romeo Museum
