GRAN PREMIO MILANO
Autodromo di Monza, A-circuit (I), 4 September 1927.
4 heats of 5 laps x 10.0 km (6.21 mi) = 50.0 km (31.1 mi)
Final: 5 laps x 10.0 km (6.21 mi) = 50.0 km (31.1 mi)
Note: Race numbers 13 and 17 were considered unlucky numbers, while number 19 and 20 were also not used.
|1||Abele Clerici||A. Clerici||Salmson||1.1|
|2||Peter Kreis||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8||DNQ - did not qualify|
|3||X||X||Amilcar||1.1||DNA - did not appear|
|4||Robert Benoist||Automobiles Delage||Delage ||15 S 8 1927||1.5||S-8||DNS - did not start|
|5||Lionel Lipman||L. Lipman||Salmson||1.1||S-4|
|6||Alfonso Zampieri||A. Zampieri||Amilcar||1.1||S-6|
|6||Nando Minoia||Officine Mecchaniche SA||OM||8C GP||1.5||S-8 ||DNS - did not start|
|7||Guy d'Havrincourt||G. d'Havrincourt||Salmson||1.1|
|8||George Souders||Duesenberg Motor Co.||Duesenberg||Special||1.5||S-8||DNS - did not start|
|9||Jacques Senjacq||J. Senjacq||BNC||527||1.1||S-4|
|10||Earl Cooper||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8||DNQ - did not qualify|
|11||Guido Ciriaci||G. Ciriaci||Bugatti||T37||1.5||S-4||DNA - did not appear|
|12||Giovanni (Nino) Cirio||C. Bellotti||Bugatti||T37A||1.5||S-4|
|12||Giuseppe Morandi||Officine Mecchaniche SA||OM||8C GP||1.5||S-8||DNQ - did not qualify|
|14||Roberto Serboli||R. Serboli||Chiribiri||12/16||1.5||S-4|
|15||Pietro Bordino||Fiat SpA||Fiat||806||1.5||2x6|
|16||Carlo Bellotti||C. Bellotti||Bugatti||T37A||1.5||S-4||car was driven by #12 Cirio|
|18||Antonio Arrivabene||A.Arrivabene||Bugatti||T37A||1.5||S-4||DNA - did not appear|
|21||Vaccari||Vaccari||Bugatti||2.0||S-8||DNA - did not appear|
|22||Gaspare Bona||G. Bona||Bugatti||T35C||2.0||S-8|
|24||Aymo Maggi||A. Maggi||Bugatti||T35C||2.0||S-8|
|25||Giuseppe Campari||G. Campari||Alfa Romeo||P2||2.0||S-8|
|26||Eduard Probst||E. Probst||Bugatti||T35C||2.0||S-8|
|27||Carlo Rosti||C. Rosti||Bugatti||T35C||2.0||S-8|
|28||Filippo Tassara||F. Tassara||Derby||1.1||S-4||DNA - did not appear|
|29||Antonio Brivio||A. Brivio||Derby||1.1||S-4||DNA - did not appear|
|30||Pina Conti||G.Conti||Derby||1.1||S-4||DNA - did not appear|
|31||Emilio Materassi||E. Materassi||Bugatti||T35C||2.0||S-8|
|32||Tazio Nuvolari||Scuderia Nuvolari||Bugatti||T35C||2.0||S-8|
Bordino wins the Milan Grand Prix with the new Fiat
by Hans Etzrodt
The 1927 Milan Grand Prix at Monza is noteworthy for the one and only appearance of the 12-cylinder 1500 Fiat. This new car won its first race with the Italian ace Pietro Bordino at the wheel.
The Milan Grand Prix was the supporting race for the important 500 km European Grand Prix which took place on the same day. The Milan Grand Prix comprised four 50 km elimination races, where the first
three finishers of each heat qualified for the Final. All races were held throughout intermittent rain showers. The first elimination race for 1100 cc cars was won by Zampieri (Amilcar). Bordino (Fiat)
won the 1500 cc race while Maggi (Bugatti) won the 2000 cc event. After these preliminaries the European Grand Prix took place over 500 km, where the result after the first five laps also counted as a
qualification for the Milan Grand Prix Final, which was also over 50 km. Cirio crashed on lap two and was injured when his car left the track. Bordino (Fiat) won the race ahead of Campari (Alfa Romeo),
Maggi (Bugatti), Zampieri (Amilcar) and Clerici and Lipman in Salmsons. Materassi and Cirio in Bugattis retired as did Kreis in Earl Cooper's Miller. Nuvolari (Bugatti) also retired in his elimination race.
Two races were held on the same day on the Monza Circuit, the European Grand Prix as the main event, and the supporting Gran Premio Milano, which consisted of four 50 km elimination races and a 50 km Final.
The Commissione Sportiva des RACI and the Società Autodromo di Monza was in charge of carrying out the organization under the supervision of Arturo Mercanti, the Director of the Società who also was
President of the Milan AC.
The first Heat for 1100 cc cars was scheduled for 9:00 AM to be followed at 10:00 AM by the second Heat for 1500 and 2000 cc cars. At 11:00 AM saw the start of the European Grand Prix over 500 km,
of which the first five laps, equal to 50 km, counted as an additional qualifying event for the 50 km Final of the Milan Grand Prix, which was started at 4:00 PM to finalize the day's activities.
The European Grand Prix included three Americans, Souders that year's winner of the Indianapolis 500 with his Duesenberg, and Cooper and Kreis with front-wheel-drive Millers. All were potential entries
for the Milan Grand Prix.
After a break of several years, Fiat entered their new 1500 cc car with a 12-cylinder supercharged engine, which was the sensation of this event and the dark horse for the race. During early tests at
Monza Bordino and Salamano had reached fantastic speeds, however suddenly Fiat withdrew their entry from the 500 km European Grand Prix, supposedly due to tire problems. However it was assumed that the
new Fiat racecars were not yet ready and eventually the factory entered only the car which they had tested before at the 50 km Milan Grand Prix.
The victorious Delage of Benoist was not entered in the Milan Grand Prix to the common disappointment of many. The French cars were evenly matched with the Fiat which had achieved slightly faster times
but had done so only over shorter distances. The OM 8-cylinder racecar from the European Grand Prix driven by Minoia was also not entered for this 50 km sprint race after having just completed the
500 km endurance event. A complete list of entries showing many of the great Italian drivers is arranged at the beginning of this report.
After an entire month of beautiful weather, it began to rain on Saturday before the race. When spectators arrived on Sunday early in the morning it rained and continued to do so until near the end of the
race. Despite the bad weather about 50,000 spectators came to watch these popular races.
The 1100 cc cars started at 9:00 AM. From nine entries only five appeared: Clerici, Lipman and d'Havrincourt in Salmsons, Zampieri's red Amilcar and the BNC of Seujacq. They lined up as follows:
When Felice Nazzaro waved the starting flag it was raining. Clerici's Salmson took the lead, while Zampieri in his fast Amilcar was delayed and lost a few seconds. But after half a lap, when the cars
returned to the grandstands, the Amilcar champion had recovered from his initial disadvantage and taken the lead. During the first lap at the Lesmo turn, the Salmson of Frenchman d'Havrincourt slid
off the track without any serious consequences though he had to retire.
Zampieri maintained the lead and pulled away from the small field. His Amilcar and Clerici's Salmson were much faster than the other three opponents. On the third lap the fourth placed Senjacp reached
the pits slowly and retired his BNC with engine trouble. Zampieri gained progressively on his opponents until he had an advantage of around half a lap over Clerici after five laps. Clerici, whose
Salmson misfired followed in second place with Lipman third.
Results (Heat 1)
|1.||6||Alfonso Zampieri||A. Zampieri||Amilcar||1.1||S-6||5||24m24.6s|
|2.||1||Abele Clerici||A. Clerici||Salmson||1.1||5||26m02.0s||+ 1m37.4s|
|3.||5||Lionel Lipman||L. Lipman||Salmson||1.1||5||27m19.0s||+ 2m54.4s|
|DNF||9||Jacques Senjacq||J. Senjacq||BNC||527||1.1||S4||2||engine|
|DNF||7||Guy d'Havrincourt||G. d'Havrincourt||Salmson||1.1||0||crash|
Fastest lap: Alfonso Zampieri (Amilcar) on lap 5 in 4m42.2s = 127.6 km/h (79.3 mph).|
Winner's medium speed: 122.9 km/h (76.4 mph).
Heats 2 and 3:|
While waiting for the start of the 1500 and 2000 cc elimination heat, it was announced that Bordino would be allowed some test laps. When the famous ace from Turin appeared on the track, he was received
with great applause from the spectators in the grandstands crowd. Bordino made two fast laps then stopped at the pits. In the meantime some other competitors, taking advantage of the permission granted
to the Turin driver, also completed a few laps.
The second race for 1500 and 2000 cc cars was scheduled to start at 10:00 AM with both categories racing simultaneously. For safety reasons, at the last minute, the General Commissioner Arturo Mercanti
ordered a gap of two minutes to be placed between the starts of the two categories. From the six 1500 cc entries only three started: Bordino (Fiat), Serboli (Chiribiri) and Cirio (Bugatti) while from
the nine 2000 cc entries all but one appeared: Campari (Alfa Romeo) and the seven Bugattis of Bona, Alverà, Maggi, Probst, Rosti, Materassi and Nuvolari. The 1500 cc cars lined up as follows:
After a two minute interval the 2000 cc category lined up, ready for the start.
At 10:10 AM Felice Nazzaro once again lowered the flag and Bordino took the immediate lead while the rain continued to fall. Bordino had no difficulty beating his two opponents in much slower cars.
At the exit of the curve of the track, the Turin champion's car was sliding, but he controlled the Fiat into the straight line. At the end of the first lap, Bordino led by about 600 meters from Cirio,
with a further gap to Serboli's Chiribiri. After three laps Bordino was about half a lap ahead of Cirio. Bordino won the race after 20m04s, 2m51s ahead of Cirio's Bugatti and 3m54.8s ahead of Serboli's Chiribiri.
At the start of the 2000 cc category, Maggi took the lead closely followed by Campari and Bona. Next Materassi passed Bona and went after Campari. On lap two Maggi drove the fastest lap of his
category in 3m59.8s. On lap three Maggi was still ahead of Campari who was now threatened by Materassi while Nuvolari retired on the third lap with an engine problem. The cars were leaving behind
them a heavy spray of rain water thrown up by the wheels. In this condition the track was dangerous and hardly any records were expected to be lowered.
On lap four Materassi managed to pass Campari for second place and approached Maggi, but the Milanese driver defended his lead. On lap five, Campari was able to repass Materassi. While Bordino
won the 1500 category, Maggi was able to stay ahead of Campari, who had Materassi right behind him. Alverà reached the finish after the maximum allowable time and did not classify. Bordino in
the 1500 Fiat had been faster than Maggi's Bugatti, the winner of the 2000 cc category.
Results (Heat 2)
|1.||15||Pietro Bordino||Fiat SpA||Fiat||806||1.5||2x6||5||20m04.0s|
|2.||12||Giovanni (Nino) Cirio||C. Bellotti||Bugatti||T37A||1.5||S-4||5||22m55.0s||+ 2m51.0s|
|3.||14||Roberto Serboli||R. Serboli||Chiribiri||12/16||1.5||S-4||5||23m58.8s||+ 3m54.8s|
Fastest lap: Pietro Bordino (Fiat) on lap 5 in 3m55.4s at 152.9 km/h (95.0 mph).|
Winner's medium speed: 149.50 km/h (92.9 mph).
Results (Heat 3)
|1.||24||Aymo Maggi||Count A. Maggi||Bugatti||T35C||2.0||S-8||5||20m35.0s|
|2.||12||Giuseppe Campari||G. Campari||Alfa Romeo||P2||2.0||S-8||5||20m37.4s||+ 2.4s|
|3.||31||Emilio Materassi||E. Materassi||Bugatti||T35C||2.0||S-8||5||20m37.8s||+ 2.8s|
|4.||22||Gaspare Bona||G. Bona||Bugatti||T35C||2.0||S-8||5||21m02.6s||+ 27.6s|
|5.||27||Carlo Rosti||C. Rosti||Bugatti||T35C||2.0||S-8||5||22m13.2s||+ 1m38.2s|
|6.||26||Eduard Probst||E. Probst||Bugatti||T35C||2.0||S-8||5||23m52.8s||+ 3m17.8s|
|DNF||32||Tazio Nuvolari||T. Nuvolari||Bugatti||T35C||2.0||S-8||2||engine|
|DNC||23||Onigben Alverà||O. Alverà||Bugatti||T35A||2.0||S-8||exceeded max. time|
Fastest lap: Aymo Maggi (Bugatti) on lap 2 in 3m59.8s at 150.1 km/h (93.3 mph).|
Winner's medium speed: 145.74 km/h (90.6 mph).
At 11:00 AM the European Grand Prix over 500 km was started. The first 5 laps were considered as the fourth Heat to qualify for the Milan Grand Prix Final.
After the fifth lap or 50 km the order was as follows:
Results (Heat 4)
|1.||4||Robert Benoist||Automobiles Delage||Delage||15 S 8 1927||1.5||S-8||5||20m30.6s|
|2.||8||George Souders||George Souders||Duesenberg||Special||1.5||S-8||5||21m35.0s||+ 1m04.4s|
|3.||6||Nando Minoia||Officine Mecchaniche SA||OM||8C GP||1.5||S-8||5||23m18.6s||+ 2m48.0s|
|4.||12||Giuseppe Morandi||Officine Mecchaniche SA||OM||8C GP||1.5||S-8||5||23m21.8s||+ 2m51.2s|
|5.||10||Earl Cooper||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8||5||24m16.2s||+ 3m45.6s|
|DNF||2||Peter Kreis||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8||1||retired|
Fastest lap: : Robert Benoist (Delage) on lap 4 in 3m57.2s at 151.8 km/h (94.3 mph).|
Leader's medium speed: 146.3 km/h (90.9 mph)
The first three finishers of each Heat qualified for the Final, which also counted as a handicap race. Zampieri, Clerici and Lipman started in the 1100 cc category. Bordino, Cirio and Kreis with Cooper's
Miller car formed the 1500 cc category. It is remarkable that Serboli who qualified his Chiribiri, did not start. Instead Kreis with Cooper's Miller was allowed to start despite the fact that neither Kreis
nor Cooper had qualified, while Benoist, Souders and Minoia, who all three had qualified, declined from starting in the final. These mysterious arrangements remained unexplained. Maggi, Campari and
Materassi with 2000 cc cars concluded the entries. The nine cars lined up for the start but a reliable grid could not be established, lacking factual information.
When the starter Belloni gave the signal, Maggi leaped into the lead followed by Campari. Both were almost side by side while Bordino was slightly behind but ahead of Materassi and Cirio, who was followed
by the other four cars. Kreis who had already had difficulty to adjust his engine settings for the European Grand Prix, moved forward, then his car stopped after a few meters. The car was pushed from the
track directly to the pits and the American was out of the race. After half a lap, Campari appeared first, followed by a tight group consisting of Maggi, Bordino and Materassi. At the end of the first lap,
Bordino had passed Campari and taken the lead, and his red Fiat was welcomed by enthusiastic applause. The order was Bordino, Campari, Materassi and Maggi.
After a lap and a half Bordino had increased his lead over Campari, who was now threatened by Materassi while Maggi had fallen behind. At the end of lap two, as Cirio, was leaving the oval at the large South
Turn just before the straight, he first drove towards the inside, then swerved and left the track. His Bugatti crashed violently against the outside barbed wire fence with the back of the car, mowing down
about twenty meters of fencing in a cloud of dust and smoke, ending in the ditch. Cirio was trapped in the car against the barbed wire. An ambulance transported him to the Monza Hospital where his injuries
were reported to be very slight, only bruises on his head and some lacerations on his body.
On the third lap, Materassi, who for several laps had driven wheel to wheel with Campari's Alfa Romeo, had to retire with a broken carburetor and retired at his pit. Bordino gradually increased his lead.
He finished the fifth lap in 19m42.6s at an average speed of 152.205 km/h. Campari followed after 42 seconds, Maggi 1m40s, Zampieri 4m22s, Clerici 5m36s and Lipman after 7m29s.
|1.||15||Pietro Bordino||Fiat SpA||Fiat||806||1.5||2x6||5||19m42.6s|
|2.||12||Giuseppe Campari||G. Campari||Alfa Romeo||P2||2.0||S-8||5||20m24.0s||+ 41.4s|
|3.||24||Aymo Maggi||Count A. Maggi||Bugatti||T35C||2.0||S-8||5||21m22.4s||+ 1m39.8s|
|4.||6||Alfonso Zampieri||A. Zampieri||Amilcar||s/s||1.1||S-6||5||24m04.0s||+ 4m21.4s|
|5.||1||Abele Clerici||A. Clerici||Salmson||s/c||1.1||5||25m18.2s||+ 5m35.6s|
|6.||5||Lionel Lipman||L. Lipman||Salmson||1.1||5||27m11.8s||+ 7m29.2s|
|DNF||31||Emilio Materassi||E. Materassi||Bugatti||T35C||2.0||S-8||2||carburetor|
|DNF||12||Giovanni (Nino) Cirio||C. Bellotti||Bugatti||T37A||1.5||S-4||1||crash|
|DNF||10||Peter Kreis||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8||0||mechanical|
Fastest lap: Pietro Bordino (Fiat) on lap 4 in 3m51.6s at 155.4 km/h (96.6 mph).|
Winner's medium speed: 152.2 km/h (94.6 mph).
Weather: raining, wet.
The general classification over 100 km was the sum of the times in the individual Heats and the Final.
|1. Bordino (Fiat)||39m46.6s|
|2. Campari (Alfa Romeo)||41m01.4s|
|3. Maggi (Bugatti)||41m57.4s|
|4. Zampieri (Amilcar)||48m28.6s|
|5. Clerici (Salmson)||51m20.2s|
|6. Lipman (Salmson)||54m30.8s|
The Final also included a handicap classification based on the time spent in the eliminating Heats.
|1. Clerici (Salmson)||26m35.2s||handicap 1m17.0s|
|2. Bordino (Fiat)||26m57.6s||handicap 7m15.0s|
|3. Zampieri (Amilcar)||26m58.4s||handicap 2m54.4s|
|4. Campari (Alfa Romeo)||27m05.6s||handicap 6m41.6s|
|5. Lipman (Salmson)||27m11.8s||handicap 0|
|6. Maggi (Bugatti)||28m06.4s||handicap 6m44.0s|
Fiat withdrew from racing on order of Senator Giovanni Agnelli after their defeat in the 1924 French Grand Prix. Therefore the surprising appearance three years later of a new 1500 Fiat 806 racecar at the
50 km Milan Grand Prix was a great sensation to the unknown public. The designers Carlo Cavalli and Tranquillo Zerbi were responsible for the 806, a remarkable modern design, on a narrow frame with a neat
streamlined body. The top and the bottom of the steering wheel had flat segments so to lower the cockpit. As a result the 806 was lower than the main rivals, the 1500 Delage an 1500 Talbot. With 187 hp
the 806 extracted more power from its 12-cylinder supercharged engine of two parallel six cylinder blocks on a common crankcase. At 700 kg the 806 weighed the same as the Talbot but was 21 kg lighter than
the Delage. The 806 Fiat had a top speed of 240 km/h versus 210 km/h quoted for the Delage and Talbot.
Cyril Posthumus wrote in his book The Roaring Twenties, "Benoist in the 1500 Delage had entered for the Milan Grand Prix but elected not to run. That way Delage evaded possible defeat. Only one car was
ever actually built, and legend, unconfirmed, has it that Fiat chief Agnelli, returning from a long American tour, was furious at the work put into the racing car at a time when the economic depression was
already being felt, and ordered it to be broken up, together with all spares and patterns. Certainly no car or parts ever survived."
Doug Nye wrote in his book Motor Racing Mavericks, "In Fiat's experimental shop the prototype 806 lay under wraps until the new year, and on January 14 Guido Fornaca -Fiat's very pro-racing managing
director- died. As a new regime took over under Agnelli so racing fell from favour, and then came the inexplicable order to destroy the last Grand Prix car, to destroy its engines and all existing parts,
and even its detail drawings. This orgy of destruction spelled the end to Fiat's noble Grand Prix career, and their ultimate racing car became just so much molten metal, bubbling in a cauldron in a Fiat foundry."
Primary sources researched for this article:|
Allgemeine Automobil-Zeitung, Wien
Allgemeine Automobil-Zeitung, Berlin
La Gazetta dello Sport, Milano
La Stampa, Torino
L'Auto Italiana, Milano
Motor Sport, London
MOTOR und SPORT, Pössneck
R.A.C.I. giornale, Roma
Rivista ACI, Roma
Special thanks to:
Signora Paola Masetta
GRAN PREMIO D'EUROPA
Autodromo di Monza (I), 4 September 1927.
50 laps x 10.0 km (6.214 mi) = 500.0 km (310.7 mi)
|2||Peter Kreis||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8||
|4||Robert Benoist||Automobiles Delage||Delage ||15 S 8 1927||1.5||S-8|
|6||Nando Minoia||Officine Mecchaniche SA||OM||8C GP||1.5||S-8|
|8||George Souders||Duesenbeg Motor Co.||Duesenberg||Special||1.5||S-8|
|10||Earl Cooper||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8|
|12||Giuseppe Morandi||Officine Mecchaniche SA||OM||8C GP||1.5||S-8|
|..||Pietro Bordino||Fiat||Fiat||806||1.5||2x6||DNA - did not appear|
|..||Carlo Salamano||Fiat||Fiat||806||1.5||2x6||DNA - did not appear|
|..||Emilio Materassi||Automobile Ettore Bugatti||Bugatti||T39A||1.5||S-8||DNA - did not appear||
|..||Louis Chiron||Automobile Ettore Bugatti||Bugatti||T39A||1.5||S-8||DNA - did not appear|
|..||Caberto Conelli||Automobile Ettore Bugatti||Bugatti||T39A||1.5||S-8||DNA - did not appear|
Benoist with Delage wins the European Grand Prix
by Hans Etzrodt
The 1927 European Grand Prix at Monza offered neither a great participation of racecars nor the classical nice weather of earlier events. As the fourth race of the 1927 World Championship, it was held to the
international 1.5-Liter formula and took place during continuous rain. Since Bugatti withdrew their entry and Fiat would not start with their new model, only six cars appeared at the start. Half of them
were American cars: Souder (Duesenberg) plus Kreis and Cooper in front-wheel-drive Cooper Specials judged as "Millers" for the championship. The other half comprised one French Delage for Benoist and two
Italian 8-cylinder OM racecars for Minoia and Morandi. At the start Benoist immediately took the lead which he increased continuously, unchallenged until the end of the 500 km race. The Americans, from
whom one had expected so much, failed substantially. Kreis in the Miller retired with engine failure, not even finishing half of his first lap. Souders who held a leisurely second place with his Duesenberg,
retired on lap 12. Benoist increased his advantage constantly and on lap 40 was four laps ahead of Morandi in second place. The OM drivers Minoia and Morandi held alternating second and third positions,
while Kreis who relieved Cooper in his Miller was last but raised his pace during the final five laps to overhaul Minoia's OM. The monotonous race in miserable weather lacked excitement. Besides the
repeated stops of the OM cars and the passing maneuver of Kreis overhauling Minoia's OM on the second to last lap, nothing dramatic happened.
The Gran Premio d'Europa was held for the fifth time and was part of the 1927 World Championship. It was also the eighth Italian Grand Prix counting towards the Italian Championship. The Commissione Sportiva
des RACI and the Società Autodromo di Monza carried out the organization under the supervision of Arturo Mercanti. It was the 5th time that the European Grand Prix took place and was the fourth event of the
1927 World Championship at Monza over 50 laps of the 10 km circuit, a total of 500 km. Strangely, this distance was less than the minimum 600 km demanded by AIACR regulations which was reduced to 500 only
at the last moment in view of the bad weather.
This year's race at Monza was not achieved without difficulties, although Bugatti was expected at the start and Fiat's entry was uncertain. After the promoters accepted the entries of the three Americans,
Souders this year's winner of the Indianapolis 500 with his Duesenberg and Cooper and Kreis with front-wheel-drive Millers, Ettore Bugatti declared that he would only participate in pure road races, because
of his cars' excellent road holding. Clearly his cars had more chance of winning in those races than in the more or less pure speed adjusted race tracks. With these remarks Bugatti avoided another
confrontation, this time in Monza.
Then Fiat had not completed the preparation of their racecars and the date for closing entries had silently been extended to just before the race to enable Fiat's participation. Eventually the organizers
had to deny the postponement of the race. The Americans had declared that they were committed to a race on September 28 in America and therefore could not agree to a postponement. Fiat had assured their
participation only if the race was postponed from September 4 to the 18th, but now had to forgo the start but entered the only car they finished for Bordino to race in the 50 km Milan Grand Prix. Although
Bordino had practiced in length with the new Fiat and attained average lap speeds of 168 km/h, the Turin factory withdrew their entries from the European Grand Prix. Their reason was that it was not possible
to complete any other cars and with only one car the risk would have been too great at such a difficult race.
The Automobil World Championship was being held for the third time in 1927. Participation at the European Grand Prix at Monza was mandatory. The competitors also had to participate in two of the following
races: The Indianapolis 500, the French Grand Prix, the Spanish Grand Prix and the British Grand Prix. The reward for the first place finisher was 1 point, the second 2 points and the third 3 points. All
classified from fourth place back received 4 points. Those who did not finish received 5 points and those who did not start 6 points. The present standings were: Delage with 8 points, Duesenberg 13 points,
Miller and Bugatti equal with 14 points, Talbot 16, Halford and Maserati both with 17.
All six cars that took part in the race had supercharged 8-cylinder 1500 cc engines with magneto ignition. The 1927 regulations allowed single-seater cars and as a result three Americans had entered. When
the cars arrived in Milan they stayed in town at the Officine Isotta-Fraschini factory to carry out changes to widen the cars. Although single-seater cars were allowed in 1927, they had to have a minimum width of
80 cm - 31.5 in - at the seat area and over a minimum height of 25 cm - 9.8 in. For that reason the three beautiful pencil-thin single-seat American racecars had to be widened to 80 cm by adding a rounded
sheet metal box at the seat area to each side of the frame. Besides those revisions they also reduced the compression to extend engine life of the Millers. But the results were
not satisfactory during tests in Monza.
George Souders, the 24-year old native of Indiana with his Duesenberg Special had won the 1927 Indy 500, which was also the first race of the 1927 World Championship. Souders was a dirt track driver and an
unknown newcomer to the AAA racing scene with no experience in long distance racing. He was considered a dark horse and his victory at Indianapolis was a big surprise. He placed third in the 1927 AAA
championship. The small Cooper Engineering Co. team entered Earl Cooper and Peter Kreis with their Cooper-Miller racecars which were modified front-wheel-drive Millers.
Two Delage racecars arrived at Monza but only one was entered for Robert Benoist. He had already won the Grands Prix of France and Spain. The very low Delage was known to be the fastest and most reliable
car and Benoist was the absolute favorite.
Two OM 8-cylinder racecars from the Brescia factory were entered for Nando Minoia and Giuseppe Morandi. Previously only one car had raced in 1926 at the German Grand Prix in Berlin where Minoia failed to
finish but had claimed the fastest lap at 161 km/h. After the 1927 European Grand Prix in Monza, one car plus at least one spare engine was sold to R.F. Oats in England to be raced at the JCC 200 in
Brooklands where the car was primarily raced until 1933.
The dark horse for this race was the new Fiat with a 12-cylinder 1500 cc supercharged engine. During early tests at Monza Bordino and Salamano had reached fantastic speeds, however suddenly Fiat withdrew
their entry, supposedly due to tire problems but it was assumed that the new Fiat racecars were not yet ready. Eventually the factory had one of their cars entered at the 50 km Milan Grand Prix.
At the end of August the Fiat race drivers Bordino and Salamano had been driving for days at Monza. To the surprise of everyone, Fiat decided one week before the race not to take part in the European
Grand Prix as their cars were not yet ready to run in a long race. Although the new car proved able to reach a good speed there was concern about the tires. Also at the end of August two Delage race
cars with a group of mechanics had arrived at the Milan railroad station.
During practice on Tuesday before the race Souders had an accident. He had driven several laps at a good speed and when he arrived too fast at the notorious Lesmo turn, he locked the brakes and spun,
followed by a rollover. He ended up at the inside of the turn, removing a few meters of a fence. But Souders suffered a severe shoulder contusion while his Duesenberg was just slightly damaged.
On Thursday the Autodromo di Monza was quiet. Fiat, had left on Wednesday for Turin and announced their return for Thursday evening and on Friday was expected to be back on the track. The American
Souders was resting and the condition with his shoulder improved, so his presence at the start on Sunday was assured. Kreis with his Miller practiced on Thursday, as did Minoia and Morandi with O.M.
All left the racetrack pleased with their results.
After an entire month of beautiful weather, it began to rain on the Saturday before the race. When spectators arrived on Sunday early in the morning it rained and continued to do so until near the end
of the race. Despite the bad weather about 50,000 spectators came to watch the popular races. Amongst the crowd were the German race drivers Rosenberger and Caracciola. In view of the bad weather,
the reduction of the race distance from 600 km to 500, which was arranged shortly before the start, was certainly not consistent with the sporting regulations, nevertheless it was very welcome. Four
different races were held on Sunday, starting with two 50 km heat races for the Milan Grand Prix, the first at 9:00 AM for the 1100 cc cars followed at 10:00 AM by the race for the 1500 cc and
2000 cc cars. At 11:00 AM the European Grand Prix over 500 km was started and at 4:00 PM there was the Final for the Milan Grand Prix over 50 km. It was generally expected that the French driver
Benoist would win the European Grand Prix.
At 10:50 AM in pouring rain six cars lined up on the starting grid, which was determined by drawing lots. The drivers were greeted by the Marcia Reale and the American and French National anthems.
The grid shows how the cars lined up as seen in photographs. Souders was ready to start despite his injured shoulder.
At 11:00 AM the RACI president, senator Silvio Crespi, gave the starting signal by lowering the flag when Benoist immediately shot to the front, followed by Minoia, Souders, Kreis and Cooper while
Morandi was delayed for about 15 seconds as he had stalled the engine of his OM.
After the first lap Benoist arrived at the grandstands in the lead, 300 m ahead of Souders who was followed after about 200 m by Minoia. Kreis did not complete the first lap; he retired after only
4 km, driving slowly at the exit of the inner circuit near the grandstands with a seized piston or a broken crankcase of his Miller. At the end of lap two, Benoist had increased his lead over
Souders to 500 m. The OM of Morandi who finally caught up with Cooper's Miller on lap three, was able to pass the American in front of the grandstands to the ovation of the crowd. Cooper with
his front-wheel-drive Miller was severely handicapped by the rain since his rear wheels tended to skid sideways. On lap four Benoist drove the fastest lap of the race in 3m57.2s at an average
speed of 151.770. After 50 km the leading group was in the following order after 5 laps:
After the fifth lap the drivers had qualified for the Final of the Milan Grand Prix, a regulation that had been decided by the organizers in the last moment. In other words, the first 50 km of the
European Grand Prix counted as a special heat race for participation in the Milan Grand Prix. Ironically, only Kreis in his Miller, who hadn't completed the mandated 50 km, would start in the Final
of the Milan Grand Prix. The car qualified and the driver must have been less important. The sky remained dark and the drivers had a hard time while it rained in a downpour. After 100 km Benoist
was still in first place at an average speed of 147.441 km/h with the cars in the following order after 10 laps:
|2.||Souders (Duesenberg)||45m47.4s||1 lap behind|
|3.||Minoia (OM)||45m55.2s||1 lap behind|
|4.||Morandi (OM)||47m41.2s||1 lap behind|
|5.||Cooper (Miller)||47m56.2s||2 laps behind|
After lap 12, Souders, whose engine had started to run irregularly, retired somewhere on the circuit after holding second place with his Duesenberg. After having lost the cap of the fuel tank during the
race, water from the continuous rain had entered unchecked into the tank causing incurable carburetion problems and forced his retirement. Minoia now advanced into second place. Of the three Americans
only Cooper remained in the race. When it began to rain heavily, Cooper slowed down to a lap in 4m45s, equal to 126 km/h average speed. On lap 15 he stopped at his pit and the rain soaked Cooper was
relieved by Kreis. With only four cars, the race would have been a complete bore, except that the two OMs were separated by less than three seconds. After 150 km the leader, Benoist, held an average
speed of 147.937 km/h with the field down to only four cars after 15 laps.
|2.||Minoia (OM)||1h09m13.8s||2 laps behind|
|3.||Morandi (OM)||1h09m16.4s||2 laps behind|
|4.||Cooper /Kreis (Miller)||1h17m47.6s||4 laps behind|
On lap 17 Minoia stopped his OM for three minutes at his pit with a defective valve. Despite the long pit stop, Morandi lost little time to his team mate. On lap 19 Morandi stopped to refuel and
re-joined after a short time. Benoist maintained a steady pace in these difficult conditions with continuous rain and hindering strong west winds. He had passed the two OMs yet again. After 200 km
the order had not changed and Benoist led at 147.002 km/h average speed after 20 laps:
|2.||Minoia (OM)||1h35m01.6s||3 laps behind|
|3.||Morandi (OM)||1h35m07.6s||3 laps behind|
|4.||Cooper/Kreis (Miller)||1h43m18.8s||5 laps behind|
On lap 24 Benoist had three laps or 30 km advantage to Morandi who in turn had passed Minoia when he stopped to refuel. At mid-race, after 250 km, it would soon be time for Benoist's refueling stop.
His average speed had slowed to 146.484 km/h with the four cars in the following order after 25 laps:
|2.||Morandi (OM)||1h58m15.2s||3 laps behind|
|3.||Minoia (OM)||1h59m41.2s||4 laps behind|
|4.||Cooper/Kreis (Miller)||2h07m03.8s||6 laps behind|
The race carried on in a procession while Benoist, who was never challenged, stopped after lap 28 for the first time to refuel within one minute; neither the hood nor tires were touched. On lap 30
Minoia stopped for the third time with one valve spring broken and the engine down on seven cylinders. Minoia also had to change plugs continuously but he was sent away very quickly not to be caught
by Kreis in the Miller. After 300 km Benoist's average speed had further dropped to 144 km/h after 30 laps:
|2.||Morandi (OM)||2h20m30.6s||3 laps behind|
|3.||Minoia (OM)||2h27m34.2s||5 laps behind|
|4.||Cooper/Kreis (Miller)||2h31m21.2s||6 laps behind|
Benoist maintained his pace which was so much faster than his closest opponent Morandi who had now fallen four laps behind. After 350 km Benoist's average speed was 144 km/h with the same order
after 35 laps:
|2.||Morandi (OM)||2h42m12.0s||4 laps behind|
|3.||Minoia (OM)||2h50m43.6s||6 laps behind|
|4.||Cooper/Kreis (Miller)||2h56m08.6s||7 laps behind|
The situation had not changed after 400 km with everyone settled in their position and Benoist leading at an average speed of 144.144 km/h after 40 laps:
|2.||Morandi (OM)||3h06m51.8s||4 laps behind|
|3.||Minoia (OM)||3h13m51.4s||6 laps behind|
|4.||Cooper/Kreis (Miller)||3h19m20.0s||7 laps behind|
The end was nearing and the cars proceeded in their settled places. The only passing was done by Benoist when he lapped one of his three opponents. His victory looked very likely because a failure
on his Delage was not expected since the car had proven its reliability before. Minoia progressively slowed down with his stricken engine. His lead over Kreis in the Miller, which had been over
five minutes, was now less than two minutes and Kreis received signs from his pit to attack. After 450 km Benoist's average speed was 144.529 km/h with the standings after 45 laps as follows:
|2.||Morandi (OM)||3h27m51.4s||4 laps behind|
|3.||Minoia (OM)||3h39m16.4s||8 laps behind|
|4.||Cooper/Kreis (Miller)||3h41m03.8s||8 laps behind|
At the end of 50 laps Benoist crossed the finish line after 3h26m59.8s. He had now won three races of the World Championship and was looked upon as the 1927 World Champion despite the fact that it
was a World Championship for makes and not for drivers. After Benoist had passed the finish line as victor, the remaining drivers were still many laps behind and carried on driving to complete the
full distance to be qualified. Morandi in second place was 5 laps behind while Kreis and Minoia were each 8 laps behind. During these last laps Kreis in the Miller improved his pace and closed
upon the ailing OM of Minoia. For two laps both drivers raced close together. Could Kreis catch Minoia before the end? He managed it with only one lap to go on lap 49 when Kreis was able to
pass the Italian on the finish straight to capture third place. That was probably the most exciting aspect of a dreary race.
|1.||4||Robert Benoist||Automobiles Delage||Delage ||15 S 8 1927||1.5||S-8||50||3h26m59.8s|
|2.||12||Giuseppe Morandi||Officine Mecchaniche SA||OM||8C GP||1.5||S-8||50||3h49m32.6s|| + 22m32.8s|
|3.||10||E. Cooper/P. Kreis||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8||50||4h02m05.8s|| + 35m06.0s|
|4.||6||Nando Minoia||Officine Mecchaniche SA||OM||8C GP||1.5||S-8||50||4h02m28.6s|| + 35m28.8s|
|DNF||8||George Souders||Duesenberg Motor Co.||Duesenberg||Special||1.5||S-8||13||water in fuel|
|DNF||2||Peter Kreis||Cooper Engineering Co.||Cooper-Miller||Special||1.5||S-8||1||engine|
Fastest lap Robert Benoist (Delage) on lap 4 in 3m57.2s at 151.8 km/h (94.3 mph).|
Winner's medium speed: 144.9 km/h (90.1 mph).
Weather: raining, wet.
The individual lap times published in newspapers and magazines deviated by fractions of a second and we hope that we have selected the correct ones.
Delage led the World Championship after the European Grand Prix, with 9 points ahead of Miller with 17 points and Duesenberg with 18. These were the only manufacturers who were still in a
position to claim the World Championship because they had participated in at least two races up to this point.
All other manufacturers were no longer eligible for the World Championship, since none of them had appeared in at least two mandatory races of the four events (Indianapolis, French Grand Prix,
Spanish Grand Prix and European Grand Prix). Delage had an eight point advantage over Miller and nine over Duesenberg which was enough for Delage regardless of the outcome in the British
Grand Prix. Even if Miller or Duesenberg were to win the last race it would raise their total to 18 or 19 points and even if Delage failed to appear at the British Grand Prix, it would
still give Delage 15 points and victory. Therefore the Championship was effectively decided after the European Grand Prix.
Primary sources researched for this article:|
Allgemeine Automobil-Zeitung, Wien
Allgemeine Automobil-Zeitung, Berlin
La Gazetta dello Sport, Milano
La Stampa, Torino
L'Auto Italiana, Milano
Motor Sport, London
MOTOR und SPORT, Pössneck
R.A.C.I. giornale, Roma
Rivista ACI, Roma
Special thanks to:
Signora Paola Masetta
GRAND PRIX DE BOULOGNE
Boulogne-sur-Mer (F), 10 September 1927.
12 laps x 37.375 km (23.224 mi) = 448.5 km (278.7 mi)
|Voiturettes 1100 cc - 12 laps|
|31||Georges Casse||SM Salmson||Salmson||GP||1.1||S-4|
|32||Pierre Goutte||SM Salmson||Salmson ||GP||1.1||S-4|
|33||Lionel de Marmier||de Marmier||Salmson||1.1||S-4|
|34||George Newman||G. Newman||Salmson||1.1||S-4|
|35||André Morel||SNA Amilcar||Amilcar||C6||1.1||S-6|
|36||Charles Martin||C. Martin||Amilcar||C6||1.1||S-6|
|37||Arthur Duray||A. Duray||Amilcar||C6||1.1||S-6|
|38||Ed Cooper||E. Cooper||G.A.R.||1.1||S-4||DNA - did not appear|
|39||Jack Douglas||J. Douglas||Derby||1.1||S-4||DNA - did not appear|
|40||Jean Gaupillat||J. Gaupillat||BNC||527||1.1||S-4|
|Light Cars 1500 cc - 12 laps|
|42||Archie Frazer-Nash||A. Frazer-Nash||Frazer Nash||Slug||1.5||S-4|
|43||George Eyston||G. E. T. Eyston||Bugatti||T39A s/c||1.5||S-8|
|44||Basil Eyston||B. Eyston||Bugatti||T37||1.5||S-4|
|45||"Sabipa"||Louis Charavel||Bugatti||T37A s/c||1.5||S-4|
|46||Prince Petru Ghika||P. Ghika Cantacuzino||Bugatti||T37||1.5||S-4|
|47||Donald Marendaz||D. Marendaz||Marendaz||Special - Anzani||1.5||S-4||DNA - did not appear|
|48||Malcolm Campbell||M. Campbell||Bugatti||T39A s/c||1.5||S-8|
|Grand Prix de L'U. M. F. - 3-wheel Cycle Cars - 4-7 laps|
|1||Villard||Villard||Villard||.35||S-1|| 350 cc - 4 laps|
|2||Ego||Ego||d'Yrsan ||.75||S-2|| 750 cc - 6 laps|
|3||Raymond Siran||R. Siran||d'Yrsan ||1.1||S-4||1100 cc - 7 laps|
|Grand Prix de L'U. M. F. - 4-wheel Voiturettes - 5-7 laps|
|10||Michel Doré||M. Doré||Sima-Violet||0.5||S-4|| 500 cc - 5 laps|
|11||Raoul de Rovin||R. de Rovin||Rovin||0.5||S-2|| 500 cc - 5 laps|
|12||Marcel Violet||M. Violet||Deguingnand||.74||S-4|| 735 cc - 6 laps|
|14||Paul Treunet||P. Treunet||Sima-Violet||.75||S-4||750 cc - 6 laps|
|15||Choteau||Choteau||Sima-Violet||1.1||S-4||1100 cc - 7 laps|
|35||André Morel||SNA Amilcar||Amilcar||1.1||S-6||1100 cc - 7 laps raced also in the GP|
|36||Charles Martin||C. Martin||Amilcar||1.1||S-6||1100 cc - 7 laps raced also in the GP|
Malcolm Campbell wins the Boulogne Grand Prix
by Hans Etzrodt
The Boulogne Grand Prix for light cars (1500 cc) and Voiturettes (1100 cc), was a minor international event with 23 starters. It took place in rainy weather, which caused poor road conditions. As a result
several early retirements happened including crashes by de Marmier and Prince Ghika. Eventually Bugattis were the only finishers in the 1500 class, with Campbell ahead of Sabipa and G. Eyston. Duray in the
fast 1100 Amilcar won his class followed by the Salmsons of Casse and Goutte. Charles Martin who had dominated the 1100 class was forced to retire one lap from the end.
The annual week at Boulogne-sur-Mer had been held since 1905 while the first Boulogne Grand Prix took place in 1921. This year's race, which was the seventh in the series, was organized by the A.C.N.F.
(Automobile Club du Nord de la France), la Société des Etablissements et le Syndicat d'Initiative du Touquet-Paris-Plage in combination with L'AUTO. In 1927 the week at Boulogne began with an international
rally followed by several races from September 6 to 11. The more important events were the following:
On Thursday, September 8: 3.0 km and 1.1 km speed trials on Avenue François-Godin.
On Friday, September 9: 1.0 km hill climb on the Wimille hill (on National Road number 1) with a standing start and a 0.5 km speed trial with a standing start and a standing finish on the route de Calais.
On Saturday, September 10: in the morning, the Grand Prix International des Voiturettes and des Voitures légères. Simultaneously a race for cyclecars and voiturettes was held by L'U. M. F.,
the Union Motocycliste de France. In the afternoon there was the weighing of cars for the Coupe Boillot.
On Sunday, September 11: The Coupe Georges Boillot, an international handicap race for sports and touring cars.
The Boulogne Grand Prix on Saturday was held on the same 37.375 km road course which had been used since 1921, 12 laps had to be driven, making a total of 448.5 km. The famous Boulogne circuit was considered
one of the best road circuits. From the start at Croix-Botte it led to Fourche de Saint-Martin, then along National Road 42, via the Blanc-Pignon, Huplandre, La Capelle and the forest of
Desvres. Before Le Waast there was a right turn on highway 127 that ran through Alinethun. In Desvres there was the last right hand bend on to highway 96 via Wirwignes, Bainethun, until
Mont Lambert. Then it was back to the start and finish at Croix-Botte. The race was restricted to 1500 cc light cars, the current Grand Prix cars, and Voiturettes, the1100 cc cycle cars.
The U.M.F. held their race for 10 starters simultaneously but over a shorter distance and although Morel and Martin had also entered in this race, our report only deals with the 17 Boulogne Grand Prix cars
and ignores the U.M.F. entries.
A list of the 27 entries is shown at the beginning of this report, including U. M. F. entries which were racing to different regulations. Some reports claimed wrongly that the German Baron Ernst Günther
von Wentzel-Mosau supposedly entered his Mercedes-Benz SS in the Grand Prix. In fact, Wentzel only took part in speed trials and the hill climb but withdrew from the Coupe Boillot, a sports car handicap race,
because Wentzel did not agree with the handicap formula.
The 1500 cars were all independent entries, the fastest were the supercharged 8-cylinder Bugattis of Captain Malcolm Campbell and George Eyston. The latter’s T39 was #4605, one of the original batch of
un-supercharged factory raced 8C-1500 cars, which was sold to Campbell in January 1926 and sold later that year to Eyston. However, George Eyston rebuilt the engine for 1927 as supercharged, so the car
was a T39A. Georges brother Basil Eyston drove a 4-cylinder T37 Bugatti. The fourth British driver was Archie Frazer-Nash, the design engineer of the Frazer Nash Company. Prince Ghika, a Romanian living in Paris, drove a 4-cylinder Bugatti
and the only Frenchman in this class, Louis Charavel, entered under the pseudonym "Sabipa" with a 4-cylinder supercharged Bugatti. In the 1100 cc class the 6-cylinder Amilcars driven by the Belgian Albert
Duray and Charles Martin were a bit faster than the Grand Prix Salmsons.
At the planned 9 AM start, it was raining heavily, which caused a delay. Finally at 9:30 AM, Mr. Hector Franchomme, President of the Automobile Club du Nord de la France gave the start while it was still
raining and unbelievable morning fog was present. There were 22 cars at the start of which the 14 Boulogne Grand Prix entries were in front.
The narrow road with the cambered wet asphalt was mirror-like and
slippery and passing was dangerous. Sabipa and Eyston in 1500 Bugattis were involved in a lively battle, similarly Casse's Salmson with Duray's Amilcar in the 1100 class.
During the first lap the rain alternated with the mist. George Eyston and Sabipa were in the lead, just one second apart. Despite the rain, the fog and the slippery circuit, the English driver made an average
of 110.4 km/h. Campbell followed in third place. De Marmier (Salmson) led the 1100 class while Casse stopped his Salmson for a few seconds at the pits. After a long pause the Amilcar duo of Martin and Duray
arrived with Gaupillat's BNC following a bit later. Prince Ghika and Basil Eyston in 1500 Bugattis appeared next, both having lost more than five minutes due to unspecified incidents. Goutte's Salmson, had
stopped for a long time on the circuit. As Morel and Frazer-Nash did not pass the finish area, it was assumed that they had retired somewhere on the circuit and later it was learned they were halted with
unknown problems. They were immobile for a long time and only after the leading drivers had covered four laps, did Morel's Amilcar surprisingly pass the grandstand completing his first lap. Frazer-Nash
eventually left Fort-Mahon and appeared after the leading group had completed five laps, and stopped at the pits for two minutes. Newman gave up when his Salmson caught fire on the straight before Waast.
He was able to extinguish it himself. The order was as follows after the first lap:
|1.||G. Eyston (Bugatti)||20m21s||1500 cc|
|2.||Sabipa (Bugatti)||20m22s||1500 cc|
|3.||Campbell (Bugatti)||21m48s||1500 cc|
|4.||De Marmier (Salmson)||22m28s||1100 cc|
|5.||Casse (Salmson)||22m29s||1100 cc|
|6.||Martin (Amilcar)||24m13s||1100 cc|
|7.||Duray (Amilcar)||24m14s||1100 cc|
|8.||Gaupillat (BNC)||24m51s||1100 cc|
|9.||Ghika (Bugatti)||27m05s||1500 cc|
|10.||B. Eyston (Bugatti)||29m07s||1500 cc|
|11.||Goutte (Salmson)||29m47s||1100 cc|
|12.||Morel (Amilcar)||1h36m23s||1100 cc|
Sabipa passed Eyston on the second lap with an average race speed of 113 km/h. In the 1100 class, Duray stopped at the pits to change a wheel. Goutte also stopped at the pits with some delay before rejoining the
race. Gaupillat had fallen behind. Morel who had dropped four laps behind, had no problem on his second lap but Frazer-Nash, who had fallen five laps behind, retired on his second lap at Fort-Mahon but without
an accident. The field was down to 12 cars in the following order after the second lap:
|1.||Sabipa (Bugatti)||40m11s||1500 cc|
|2.||G. Eyston (Bugatti)||40m24s||1500 cc|
|3.||Campbell (Bugatti)||42m25s||1500 cc|
|4.||Casse (Salmson)||43m06s||1100 cc|
|5.||De Marmier (Salmson)||43m11s||1100 cc|
|6.||Martin (Amilcar)||47m04s||1100 cc|
|7.||Duray (Amilcar)||47m08s||1100 cc|
|8.||Ghika (Bugatti)||49m21s||1500 cc|
|9.||B. Eyston (Bugatti)||55m21s||1500 cc|
|10.||Goutte (Salmson)||1h01m11s||1100 cc|
|11.||Gaupillat (BNC)||1h37m38s||1100 cc|
|12.||Morel (Amilcar)||1h59m22s||1100 cc|
After three laps Sabipa led in 1h00m40s ahead of Eyston 1h01m02s, Campbell 1h02m09s, Casse 1h03m32s, Martin 1h08m46s, Duray 1h09m54s, Ghika 1h10m46s, Basil Eyston 1h20m28s, Goutte 1h25m51s and Gaupillat 2h34m35s.
Campbell drove a lap in 19m44s, the fastest lap of the race, while Sabipa had turned his fastest time in 19m49s on his second lap. After Morel retired his Amilcar at Blanc-Pignon and De Marmier (Salmson) ended
his race at Waast, the field was down to ten cars.
On lap four there were no position changes amongst the first six drivers. Casse took a long time with refueling at his pit. Prince Ghika, who had a big spin on the first lap, causing a great delay, spun his
Bugatti again on lap four and overturned into a ditch. He lifted his car up and put it back on the road. But a short stretch further at Waast he overturned again, but this time it was more serious. The doctors
were summoned in haste and ascertained that Ghika had some broken ribs, so he was brought to the Boulogne hospital. After Ghika and Gaupillat retired, the field was down to eight cars in the following order
after four laps:
|1.||Sabipa (Bugatti)||1h21m02s||1500 cc|
|2.||G. Eyston (Bugatti)||1h22m09s||1500 cc|
|3.||Campbell (Bugatti)||1h23m10s||1500 cc|
|4.||Casse (Salmson)||1h25m17s||1100 cc|
|5.||Martin (Amilcar)||1h30m27s||1100 cc|
|6.||Duray (Amilcar)||1h33m43s||1100 cc|
|7.||B. Eyston (Bugatti)||1h45m40s||1500 cc|
|8.||Goutte (Salmson)||1h46m51s||1100 cc|
After lap five Sabipa's time was 1h41m10s, G. Eyston 1h42m40s, Campbell 1h43m32s, Casse was fourth, followed by Martin, Duray, Goutte and B. Eyston in last place.
On lap six Campbell passed G. Eyston for second place and was just over two minutes behind the leader while Eyston was 3m23s behind. Martin was now leading the 1100 cc class and Casse had dropped from fourth to sixth
place and battled with Duray. After B. Eyston retired his Bugatti at mid-race, the field was down to seven cars in the following order after six laps:
|1.||Sabipa (Bugatti)||2h01m56s||1500 cc|
|2.||Campbell (Bugatti)||2h04m01s||1500 cc|
|3.||G. Eyston (Bugatti)||2h05m19s||1500 cc|
|4.||Martin (Amilcar)||2h12m00s||1100 cc|
|5.||Duray (Amilcar)||2h14m14s||1100 cc|
|6.||Casse (Salmson)||2h14m15s||1100 cc|
|7.||Goutte (Salmson)||2h37m36s||1100 cc|
During lap 7 were no position changes. Sabipa still held first place, 1m48s ahead of Campbell and 3m46s ahead of G. Eyston. Martin was leading the 1100 class one minute ahead of Duray, four minutes ahead of Casse
while Goutte was way behind. After seven laps Martin finished with his Amilcar in the lead of the U.M.F. 1100 class, which he also had entered, finishing in 2h34m27s at 101.5 km/h average speed.
After lap eight Sabipa still held the lead, but Campbell had closed the gap by half a minute and was only 1m 36s behind. Duray had climbed to the top of the 1100 class and was one minute ahead of Martin.
The order was as follows after lap eight:
|1.||Sabipa (Bugatti)||2h43m41s||1500 cc|
|2.||Campbell (Bugatti)||2h45m17s||1500 cc|
|3.||G. Eyston (Bugatti)||2h48m30s||1500 cc|
|4.||Duray (Amilcar)||2h57m53s||1100 cc|
|5.||Martin (Amilcar)||2h58m53s||1100 cc|
|6.||Casse (Salmson)||3h01m01s||1100 cc|
|7.||Goutte (Salmson)||3h30m39s||1100 cc|
On lap nine the leading trio remained the same but Campbell continued to put pressure on Sabipa, covering the lap at 112.5 km/h. He reduced the gap to Sabipa to 1m05s while G. Eyston was over five minutes
behind. In the 1100 class, Martin regained the lead and headed Duray by 24 seconds with Casse and Goutte further behind.
On the 10th lap Sabipa, who had responded with a faster lap in 20m19s, led Campbell by 1m41s, with Eyston 4m6s behind. Martin was still leading the 1100 class just 20 seconds ahead of Duray. The order was
as follows after 10 laps:
|1.||Sabipa (Bugatti)||3h24m25s||1500 cc|
|2.||Campbell (Bugatti)||3h26m06s||1500 cc|
|3.||G. Eyston (Bugatti)||3h30m12s||1500 cc|
|4.||Martin (Amilcar)||3h42m15s||1100 cc|
|5.||Duray (Amilcar)||3h42m35s||1100 cc|
|6.||Casse (Salmson)||3h46m53s||1100 cc|
|7.||Goutte (Salmson)||4h16m54s||1100 cc|
On lap 11, Sabipa stopped to refuel but his car refused to restart before he eventually rejoined the race. It was also reported that Sabipa adjusted his clutch, which had been slipping. In any event, he not
only lost more than five minutes but he lost first place to Campbell, who had taken the lead. Martin's Amilcar broke down and he retired, handing the 1100 class lead to Duray. The order at the end of lap 11
was Campbell 3h47m14s, Sabipa 3h50m16s, Eyston 3h51m03s, Duray 4h03m45s, Casse 4h10m16s and Goutte 4h42m01s.
On lap 12 there were no position changes and Campbell finished as the smiling winner. Sabipa and Eyston crossed the finish line four tenths of a second apart in a very exciting fight for second place.
Duray in the Amilcar finished fourth ahead of the Salmsons driven by Casse and Goutte, the last finishers.
|1.||48||Malcolm Campbell||M. Campbell||Bugatti||T39A||1.5||S-8||12||4h08m41.2s|
|2.||45||"Sabipa"||Louis Charavel||Bugatti||T37A||1.5||S-4||12||4h12m57.4s||+ 4m16.2s|
|3.||43||George Eyston||G.E.T. Eyston||Bugatti||T39A||1.5||S-8||12||4h12m57.8s||+ 4m16.6s|
|4.||37||Arthur Duray||A. Duray||Amilcar||C6||1.1||S-6||12||4h24m39.6s||+ 15m58.4s|
|5.||31||Georges Casse||SM Salmson||Salmson||GP||1.1||S-6||12||4h34m25.0s||+ 25m43.8s|
|6.||32||Pierre Goutte||SM Salmson||Salmson||GP||1.1||S-6||12||5h00m58.0s||+ 52m16.8s|
|DNF||36||Charles Martin||C. Martin||Amilcar||C6||1.1||S-6||10||mechanical|| |
|DNF||44||Basil Eyston||B. Eyston||Bugatti||T37||1.5||S-4||5|
|DNF||40||Jean Gaupillat||J. Gaupillat||BNC||527||1.1||S-4||3|| || |
|DNF||46||Prince Petru Ghika||P. Ghika Cantacuzino||Bugatti||T37||1.5||S-4||3||crash|
|DNF||35||André Morel||SNA Amilcar||Amilcar||C6||1.1||S-6||2||mechanical|| |
|DNF||33||Lionel de Marmier||L. de Marmier||Salmson ||1.1||S-4||2||crash|| |
|DNF||42||Archie Frazer-Nash||A. Frazer-Nash||Frazer Nash||Slug||1.5||S-4||1||magneto|
|DNF||34||George Newman||G. Newman||Salmson ||1.1||S-4||0||fire|| |
Fastest lap: Malcolm Campbell (Bugatti) on lap 3 in 19m44s = 113.6 km/h (70.6 mph).|
1500 cc class winner's average speed, Campbell: 108.2 km/h (67.2 mph).
1100 cc class winner's average speed, Duray: 101.7 km/h (63.2 mph).
Weather: raining with fog in morning.
Fastest lap calculation of Sabipa (Bugatti)
Fastest lap calculation of Campbell (Bugatti)
Fastest lap calculation of Ghika (Bugatti)
Primary sources researched for this article:|
Allgemeine Automobil-Zeitung, Berlin
Allgemeine Automobil-Zeitung, Wien
Le Figaro, Paris
Motor Sport, London
MOTOR und SPORT, Pössneck