VII° GRAN PREMIO DI TRIPOLI
I° LOTTERIA DI TRIPOLI - CORSA DEI MILIONI
Autodromo di Mellaha - Tripoli (I), 7 May 1933
30 laps x 13.1 km (8.2 mi) = 393.0 km (244.2 mi)
The past is what you remember, imagine you remember, convince yourself you remember, or pretend to remember.|
There are few stories in motor racing more enduring than that of the
by H. Donald Capps
1933 Tripoli Grand Prix.
This is a hard look at the Legend
In the 1962 movie, The Man Who Shot Liberty Valance, James Stewart portrays a Senator and former governor who has returned to his home state for a
funeral. The Senator has earned his reputation on the strength of being the 'man who shot Liberty Valance.' Liberty Valance, played by Lee Marvin, is about
as dastardly a villain you can find. Liberty Valance does about every evil act one can imagine except drown kittens - and only that is omitted because of
the director didn't think of it. In a showdown of epic proportions, Stewart manages to shoot Liberty Valance, whose death makes the territory a safe place
for little boys and girls and the home folks. After the funeral, as he returns by train to Washington, Stewart begins a tale to several reporters about
himself and the man they have just buried -, who is portrayed by - "The Duke," John Wayne ("...well, Pilgrim..."). Stewart reveals that it was not he who
"shot Liberty Valance," but Wayne. At the end of the tale, a young reporter asks a veteran reporter what to do about what he has just heard. The older and
more experienced reporter tells the young reporter that when faced with printing the truth or the legend, "...always print the legend."
There are several enduring stories in motor racing. They get repeated as the years go by since new audiences appear and are introduced to such stories as
the lore of motor racing. Excellent example are: Jimmy Murphy winning the 1921 Grand Prix d'Automobile Club de France in a Duesenberg; Tazio Nuvolari
beating the mighty German teams in his Alfa Romeo Tipo B at the 1935 Großer Preis von Deutschland held on the Nurburgring; Juan Fangio and his great
come-from-behind victory at the same circuit in 1957; Stirling Moss defeating the Ferrari team at Monte Carlo in 1961; Gilles Villeneuve and his amazing
victory at the 1981 Spanish Grand Prix; and, naturally, many others. One, however, seems to attract special attention.
The story of the 1933 Tripoli Grand Prix has been told and re-told many times. The story appears in periodicals and books as diverse as Sports Car
Graphic, Ford Times, Car and Driver, Autosport, Automobile Quarterly, Road & Track, Motor Sport, and Power and Glory, to name but a few. The
articles are written by authors such as Charles Proche, William Court, Charles Fox, Eoin Young, Richard Garrett, Chris Nixon, Mark Hughes, and Rob Walker,
to name - again - but a few. With such a stellar group of talent, it is little wonder that most have accepted the story at face value. It is certainly
difficult not to!
What is repeated time and again as the story of the Tripoli race has it origins with a very likeable, entertaining, and most surprising source: Alfred
Neubauer, the manager of the triumphant Mercedes-Benz teams both before and after the Second World War. The story is found in a chapter of his 1958 book,
Speed Was My Life (Männer, Frauen und Motoren: Die Erinnerungen des Mercedes- Rennleiters Alfred Neubauer). That chapter is entitled, "The Race
that was Rigged." It is unusual that we can trace the origin of a myth with such certainty.
Exactly what Neubauer had in mind when he wrote the chapter is unclear. First, he wasn't even at the race, hence had no first hand knowledge of what
actually transpired. Second, Neubauer was a renowned raconteur and apparently was not above "spicing" up a story from time to time to make it "better."
While I am certain that there was perhaps at least some reason for Neubauer spinning such a tale, I am at a loss to find it or offer a plausible reason
as to his motivation for putting it in his book. Whatever his motivation was, Neubauer definitely inspired many with his tale.
The real story starts with the Italian colony of Libya - or Tripolitania - in North Africa. It is looking for sources of income to offset the balance of
payments from Rome. Likewise, the Fascist government is also looking for ways to promote the colony. It is looking for ways to entice people to visit and
then - the hope was - settle in Libya. Tourists are not being attracted in numbers as large as desired, much less immigrants. So far, the results have not
With motor racing a popular sport among Italians, in 1926 a racing circuit is constructed outside of Tripoli, the capital of the colony. From 1925 until
1930, races are held which despite some early moderate success, quickly become financial flops. The 1929 race is held only due to direct intervention of
the governor, Emilio de Bono, who manages to persuade sponsors to back the event. However, the last race held in Tripoli, 1930, was a financial disaster
with the deadly combination of a small field - 12 cars on the grid, racing over a long 26.2 kilometer circuit, a small crowd, and the death of a very
popular driver - Gastone Brilli Peri, the previous year's winner - resulting in the organizers being unable to hold a race the following two years.
Undaunted, the president of the local auto club in Tripoli, Egidio Sforzini, organizes another attempt at a race in the Tripoli. This time it is an
"European" type circuit, and built for the sole purpose of racing much like Montlhery, AVUS, or the even the Nurburgring. However, the money is tight
and available only due to the government pouring money into a fair promoting the colony. The money for the new circuit is allocated only as a side
attraction to entertain the tourists.
Meanwhile, an Italian journalist is musing on both the new Mellaha circuit and the very popular Irish Sweepstakes. Rather than a lottery based on selling
chances to be selected as the holder of the ticket for the winning horse in the Irish Sweepstakes and thus win the jackpot, Giovanni Canestrini thinks
the same scheme can be applied to a motor race. Canestrini is the editor of La Gazzetta dello Sport, one of the most popular sporting papers in
Italy. His opinions and ideas carry weight in the Italian sporting world. Egidio Sforzini, is approached by Canestrini with the scheme for a sweepstakes
- a lottery - in conjunction with a race in the Spring of 1933.
The lottery will supply much needed money for the new circuit, the coffers of the Automobile Club di Tripoli, and provide both enormous publicity for
Libya and large crowds for the race. Canestrini is offering Sforzini an idea that is simply too good to resist. Keep in mind that the Mille Miglia
is another scheme that Canestrini masterminded. Sforzini envisions a truly modern racing circuit, one that will use lights for the start, a photo-electric
timing system, and generous facilities for both the participants and the spectators.
Sforzini, who is enthusiastic over the idea, agrees to the plan. Canestrini then takes the idea to Governor Emilio de Bono, an old acquaintance from prior
to The Great War. Bono, soon to be the Colonial Minister in the government, is willing to entertain any notions that might help develop the prospects of
Libya. De Bono is also enthusiastic over the scheme and then lends his support to the Automobile Club's - Canestrini's - plan. This sets the wheels in
motion to bring the idea to fruition. The appropriate agencies pass the idea upward and upward until where it finally reaches Mussolini. Mussolini reviews
the sweepstakes scheme and personally approves it.
On 13 August 1932, aboard the Royal Yacht (Nave Reale) Savoia, Royal Decree 1147 is signed by King Vittorio Emanuele III authorizing the lottery.
The lottery tickets will be sold for 12 lire and the proceeds used to promote Libya and fund the race. When de Bono departs to accept his new position in
the Fascist Government, the new governor, Pietro Badoglio, is briefed on the scheme and endorses it as well.
The Lotteri dei Milioni and the Corsa dei Milioni are off and, well, running. The first lottery tickets go on sell in October 1932 and the
last date for selling the tickets is 16 April 1933. It is unclear exactly how much the lottery raised. Whatever the amount was, it was a huge amount of
money for the time in Italy. To the best of our knowledge, the lottery "cleared" (to use Canestrini's term) at least 15,000,000 lire. That is an astounding
number of 12 lire lottery tickets.
According to Canestrini, the breakout of the money went this way: 1,200,000 lire to the AC di Tripoli for its expenses; 550,000 lire for starting and
prize money; and, 6,000,000 lire to the winners holding the tickets of the top three finishers - win, place, show - in the race. First place was worth
3,000,000 lire, second place 2,000,000 lire, and third place 1,000,000 lire. These are not small numbers in 1933. As the Poet once noted, "Gold drives
a man to dream..."
And, the prize money for the race - at least a sizable chunk of the 550,000 lire mentioned by Canestrini -was very, very generous. In most cases the prize
money for a race at this time was quite small, usually being paid only for the top several positions, with the "real" money being paid out was the start
or appearance money. In this case, the prize money was enough to guarantee that there was some very serious money to be made by finishing well in the
Corsa dei Milioni. Needless to say, nearly all the top teams, especially the Italian ones, were there.
When you add up the numbers Canestrini uses, it comes out to 7,750,000 lire. This is slightly over half of what was claimed to be collected by the sale
of the tickets. What happened to it? While Canestrini or anyone else does not mention it specifically, the remainder was apparently "overhead." This
might be a polite way of saying that given the tenor of the times, it went into the pockets of some of the big shots in the Fascist government.
The counter-foils of the lottery tickets were sent to Tripoli for the drawing several days after the last ticket was sold. The drawing was held on
Saturday, 29 April 1933, eight days prior to the race. It was supervised by the governor, Pietro Badoglio. Each of the 30 entrants - Giuseppe Bianchi
was to apparently withdraw after the drawing took place - in the race had a ticket drawn and assigned to that entry for the race. After the assignment
of the tickets to their entries, the ticket holder was notified by a telegram from the organizers. There is sufficient time to ponder the wealth that
awaited the winner of the lottery. There is also plenty of time to seriously consider means to narrow the odds.
This was, as mentioned, on a Saturday and the day prior to the running of the Gran Premio di Alessandria. The attention centered on the Tripoli race
is blamed for the relatively poor entry by the organizers of the Alessandria race. Plus, there is the fact that Varzi was not allowed to participate
in the race! Although he arrived at the circuit and was allowed to practice, his entry had arrived too late and he was denied a spot on the grid.
Nuvolari won the event from Carlo Trossi and Antonio Brivio.
Now we get to the interesting part and here you find that when money talks, nobody walks. In an account recorded by Aldo Santini in his biography of
Nuvolari, Santini uses notes taken from his interviews with Varzi to reconstruct the events surrounding the Tripoli race. Since Varzi had nothing to
gain from being untruthful, there is a strong tendency to that him at his word. We also have what Canestrini says and additional information from
At some point on the same day of the drawing, Nuvolari apparently contacted Canestrini about a meeting. Both were in Alessandria for the Gran Premio.
Canestrini and Nuvolari met, but also present were Varzi and Borzacchini. Canestrini later claimed the topic of the meeting was the discussion of travel
plans to the Tripoli race the following weekend. However, Varzi said that the only topic discussed was the race the next weekend in Tripoli and the
lottery. However, while Santini states that also present are the ticket holders of the of the Nuvolari, Varzi, and Borzacchini entries in the race, it is
thought that this is not the case.
Obviously there is some confusion here. It is possible that Canestrini was being evasive. Canestrini was not universally revered. His habit of writing a
race report sitting in his comfortable office at the newspaper while supposedly at the event was known to many of the other journalists and eventually
his readers. Canestrini says he was unaware of the "true" meaning of Nuvolari pointing his finger at him while on the grid at Alessandria telling him to
remember the meeting the day in Rome. He states that his assumption was that the meeting was to discuss the travel plans for the following weekend. He
then goes on to say that Varzi set him straight. Canestrini states that Varzi informed him that the meeting as to discuss the lottery, not the travel
plans for the race.
The three drivers - Nuvolari, Varzi, and Borzacchini, the three ticket holders, and Canestrini did indeed meet, but the meeting was in Rome early in the
week following the drawing, on Monday evening. The site was the Massimo D'Azeglio - near the Termini station, one of several hotels owned by fellow
racing driver Ettore Bettoja, who also served as the host for the meeting. Canestrini states that he was asked to be present for the meeting to ensure
that there was a neutral party who could arrange the terms to avoid any conflict with the regulations. In some accounts, Bettoja is named as the lawyer or
notary who brokered the agreement. While Bettoja was indeed present, he was acting only as the host and providing the room for the meeting.
Johnny Lurani supports the fact that Canestrini was indeed the mediator who negotiated the agreement between the holders of the tickets. What is rather
murky is how the three ticket holders got together. It is entirely possible that Nuvolari may have spoken to Canestrini in Alessandria to make the
arrangements. Naturally, Canestrini is quiet on any such notions.
Valerio Moretti gives the name of the holder of the ticket for Nuvolari as Alberto Donati, of Cellino Attanasio, Teramo. The man who drew the ticket for
Varzi is usually given as Enrico Rivio from Pisa - largely on the strength of the Neubauer account of the race. Moretti gives his name as Arduino Sampoli
from Castelnuovo Beradegna, Siena. The holder of Borzacchini's ticket is given as Alessandro Rosina from Piacenza. It with these men and the three drivers
that Canestrini negotiated the agreement.
Again, as Varzi recounts, the meeting was held to discuss the very specific topic of how, "to find a formula which did not contravene the sporting
rules," to divide the lottery money among what became known as The Six. This was scarcely a secret meeting. The 15 May 1933 issue of Moteri, Aero,
Cicli e Sport reported not only that the meeting had taken place, but that someone had approached Piero Ghersi with an offer of 1,000,000 lire if he
won the race. Others have Tim Birkin being offered either 70,000 or 100,000 lira by his ticket holder if he won the race.
According to Moretti, The Six - as some were to call them - formed a syndicate which pooled the prize money from the lottery and which would be split
equally among them, as long as one of the three drivers won the race. The idea is generally credited to Donati. The drivers would receive half of the
winnings of the syndicate, again to be split equally among those involved. And they also, something to remember, got to keep any of the prize money won
Once the parties agreed to the arrangement they had discussed, it was also agreed that it should be put in writing. Apparently Canestrini wrote up the
agreement and had it signed by all the participants. According to Canestrini, once signed by The Six, a notary reviewed and notarized the document. In
any case, the manager of the local branch of the Banca Nazionale del Lavoro was summoned and given the document to either notarize - according to some
accounts - or to hold until the appropriate moment. The agreement was then deposited in the Banca Nazionale del Lavoro for safekeeping.
The important outcome of the meeting was that there was to be no pre-arrangement in the document as to the outcome of the race. Canestrini and Lurani
both make a point of stating this. There was no flipping of a coin or any discussion about who should win. What was decided was that regardless of
whether Nuvolari, Varzi or Borzacchini won the race, the jackpot was to be split evenly among The Six. As long as one of the three drivers won the race,
each member of the syndicate would receive approximately 500,000 lire - regardless of who finished first. Add another 333,000 lire if one of the three
drivers also finished in second. 833,000 lire is a good haul for one race in 1933.
Even before the meeting the sporting papers were printing reports - which are nearly identical in content - about the purpose and probable outcome of
the meeting. That is, all except one, La Gazzetta dello Sport. And the absence of such reports was remarkable, since its motor sports editor was
none other than - guess who? - Giovanni Canestrini! Indeed, La Gazzetta alone among the sporting journals of the day is strangely quiet about the
entire affair. One can't help but wonder why... .
Canestrini is strangely quiet about any remuneration he may have received as a result of his role in this affair. While it is never clearly stated,
apparently Canestrini did not do this solely out of his love of sport. Moretti quotes Lurani mentioning that one or all of the trustees presenting a Fiat
Balilla to Canestrini as a token of their gratitude.
Interestingly enough, the whole thing was quite legal, even if somewhat questionable in terms of judgement. One point made very clear later was that
Nuvolari's entrant, Enzo Ferrari, was not a party to the proceedings. Indeed, on 15 May, Ferrari - according to Moretti - had Nuvolari issue a statement
making it clear that "... the Scuderia Ferrari was extraneous to the agreement with the ticket-holder paired with his name." Whether Ferrari was upset
with the financial arrangements being made without his involvement or on moral grounds is somewhat unclear, but one senses it is the former.
So finally, The Six arrive in Tripoli for the race. Many of the other drivers are quite unhappy about the "arrangement" and were quite vocal about it.
Campari and Fagioli are especially hostile to Varzi and Nuvolari. Both make it clear that they are determined to win the race and ruin it for the
"conspirators" and the "coalition." Birkin may also among those whose speed may not have entirely due to simply trying harder, pour le sport. Canestrini
mentions Birkin among those who wanting to win the race to upset the apple cart.
It is interesting to note that Lurani points out that Campari and Gazzabini were turned down in attempts to make similar deals with their ticket holders.
Campari and Birkin then entered into a personal agreement to foil the efforts of the "conspirators." Gazzabini was very unpleasant towards Varzi and
Nuvolari, heaping scorn on them and making threats.
According to Canestrini, Varzi responded by saying, "Do whatever you like, I will drive my own race." Nuvolari in particular seemed to be impressed by
the vehemence directed at Varzi, Borzacchini and himself. In an effort to calm matters down, Nuvolari promised the other drivers to play "50/50."
Canestrini goes on to record the answer Nuvolari gave when asked by Varzi how he could make such a promise, "It is quite simple: since you can't make
50/50 with everyone it is evident that I will share with nobody."
Lurani does not mention the coin toss to decide the winner. However, as usual, it is Canestrini who supplies the story. Varzi was quite aware that
Campari and several others were counting on the often heated rivalry between himself and Nuvolari to result in the both of them taking each other out
of the race. According to Canestrini, Varzi approached him on the morning of the race about his concerns that Nuvolari might forget about the money
and re-heat the feud and cause them to lose all that money.
Varzi and Canestrini then went to see Nuvolari and this concern was laid out and discussed. Nuvolari said he understood and proposed that Canestrini
toss a coin and the winner would be the one to cross the line first. The agreement with the ticket holders - and the money - was more important than
the victory itself. Varzi agreed to the solution. Canestrini tossed the coin and Varzi won. Nuvolari then agreed to honor the arrangement. Borzacchini
apparently was never consulted about the coin toss or any finishing instructions as far as we know.
Starting positions determined by drawing of ballots.
Race Marshal - Renzo Castagneto, Starter - General Pietro Badoglio
Please note that there were only 29 starters for the race, not the 30 usually mentioned.
The 29 entries lined up on the grid in the order determined by the drawing of ballots, which also determined the race numbers. For some reason, Borzacchini
and Cazzaniga lined up out of numerical sequence. Once the grid was formed, Governor Badoglio pressed the button to activate the starting lights.
When the starting lights came on, Carlo Cazzaniga took off like a rocket in his Alfa Romeo 8C-2300 grabbing the immediate lead. However, as the field came
around to complete its first lap, Birkin was leading the race. Birkin was followed by Nuvolari, Giuseppe Campari (works Maserati 8C-3000), Goffredo
Zehender (Raymond Sommer-entered Maserati 8CM) who started from the fifth row, pole-sitter Premoli, and the rest of the pack. When the field came round
the next time, it was led by Campari who passed both Nuvolari and Birkin and was starting to already draw out a cushion. On this lap Luigi Fagioli peeled
off and pitted his Maserati 8CM for a plug change. Varzi is nursing his Bugatti along on seven cylinders due to the mechanics topping off the engine with
oil at the last minute and overfilling the sump, a not uncommon problem with the Bugatti it seems. The experienced Varzi realized that once the oil level
was reduced, it would probably start running on all eight cylinders.
Just short of the halfway point, 14 laps, Campari pitted. His oil tank was coming adrift and causing problems with lubricating the engine. After several
quick, frantic attempts to bolt it in place, the offending tank was secured in place with rope found in the pits. However, after several more laps Campari
was forced back into the pits to deal with the offending part. Yet another attempt to make further repairs was halted once it became apparent that the
lack of oil had produced a death rattle in the engine of the Maserati. Campari did not give up easily. His efforts to win were obviously stirred by his
anger towards Varzi and Nuvolari.
On the same lap that Campari originally pitted, so did Birkin. Birkin pitted his Maserati to refuel. The stop was utterly routine, the only drama being
Birkin accidentally getting a burn on his arm from the exhaust pipe, an all too common occurrence and an occupational hazard in those days. As noted, it
was done quickly and with minimal fuss. Neither Canestrini nor the report in Motor Sport mention anything out of the ordinary about his pit stop.
When Campari pitted, Nuvolari swept into the lead. Varzi and Zehender were in second and third places, and Birkin, in fourth and going very well and
showing no apparent ill effects of the burn suffered during his pit stop. After 23 laps, Nuvolari roared into the pits for the modern equivalent of a
"splash-and-go." The pit stop itself took only 20 seconds, quite a remarkable time when it is realized that most pit stops of the day were measured in
minutes. However, it cost him about a minute entering, stopping, and then leaving the pits. The Varzi Bugatti, as it turns out, is fitted with an
additional fuel tank and Varzi is planning to avoid a pit stop and run the race non-stop.
Nuvolari screams out of the pits roaring after Varzi. Over the last several laps of the race Nuvolari carved big chunks of time off the lead Varzi had
built up. Some of the time was gained when Varzi experienced difficulties switching to the spare tank. Canestrini stationed himself on the Tagiura Curve
so as to both keep an eye on Varzi and Nuvolari, but also signal to them to remember the agreement. As Varzi struggled with his fuel tank switch,
Nuvolari finally managed to not only catch Varzi, but actually pass him. Nuvolari, under the clear impression that the deal was off since Varzi was
apparently in trouble, had the bit in his teeth and going for it. Canestrini mentions that the drivers were shouting and making gestures at each other,
but neither one was slowing down and neither were they paying any attention to his futile efforts to get them to slow down. They entered the last lap
almost deal even and stayed that way well into the lap.
On the last part of the last lap Nuvolari was almost literally side-by-side with Varzi. Going into the last turn before the finishing straight, however,
the advantage lay with Varzi. His Bugatti could still both out-brake and out-accelerate the Nuvolari Alfa Romeo. And Varzi was using all the road and his
Bugatti was as wide as he could make it. Despite the frantic efforts of Nuvolari to pass him before last turn, Varzi braked later into the corner and
then rushed away from Nuvolari, using the slipstream to assist him over the last few hundred meters. At the finish line Varzi was a scant 0.2 seconds
ahead of the Flying Mantuan after Nuvolari's heroic effort to catch the Bugatti simply fell short. Had there been a 31st lap, the finish could have easily
In his book, Moretti has Nuvolari - in a "crisis of conscience" - lifting his foot and allowing Varzi by for the win. It seems difficult to accept this
judgement. As even Canestrini points out, Varzi and Nuvolari were racing and ignoring any outside influences to moderate their speed and keep in
mind the "deal" that had been made. The two drivers had engaged in a series of close battles on the track over the past several seasons and while
apparently were civil to each off the track, they went at it hammer and tongs while on the track. Keep in mind that it did not matter financially who
won, only that one or the other did indeed win the event. While Varzi may have won, it was not a gift from Nuvolari.
Birkin was to die on 22 June 1933, from what most initially thought was as the result from the burn he received. Apparently the Englishman neglected
to have the burn attended to or it was later to become infected for another reason. In June, Birkin was hospitalized with his health in serious danger.
Although most accounts attribute his subsequent death solely to his burn turning septic, there is reason to believe that while perhaps it played a role,
the real killer was something else. During the Great War, Birkin served in the Middle East and fell ill - as did many others - with malaria. It is now
thought that Birkin suffered a relapse of the disease and in a weakened condition from the apparently untreated burn, died. Had he not suffered the
burn, or had it been properly attended to, it is thought that he could have survived the relapse and returned to racing. It must be noted that while
the burn may have played a role, Birkin may have been in danger regardless.
While there was much grumbling and grousing by the other drivers and ticket-holders, "The Six" and Canestrini had acted within the rules as well as
the law. Even Lurani makes that point very clear. All those in the syndicate made a tidy profit from the affair and got on with life. Within a few
months the storm and the clouds that hung over the actions of the syndicate dissipated. One factor was the death of both Borzacchini - whose joy at
the financial windfall was "a pleasure to witness" according to Lurani - and Campari at Monza that Fall. Another factor was that the Fascist government
silenced criticism of the plan and quietly took steps to ensure that there would not be a repeat of 1933.
When the next Corsa dei Milioni was run in 1934, Marshal Italo Balbo was the Governor of Libya. And he did make one small change in the procures of
when the tickets from the lottery were drawn: 30 minutes prior to the start when the cars were on the grid and the race was about to start. Sforzini
suffered at the hands of critics about what had happened. In 1936, he was replaced as President of the Automobile Club del Tripoli by Ottorino
Giannantonio. Sforzini was then forced to return to Italy and allowed to fade into obscurity. He was forgotten by those within the racing community
with one exception: Canestrini. After his death in February 1956, Canestrini - still editor at La Gazzetta dello Sport years later - published an
obituary for his friend Sforzini.
(H. Donald Capps, 2001)
Appendix # 1|
The Neubauer Version
The "Readers' Digest Version" of Alfred Neubauer's Version of the 1933 Gran Premio di Tripoli - "The Race the was Rigged" from Speed Was My Life
(Männer, Frauen und Motoren: Die Erinnerungen des Mercedes- Rennleiters Alfred Neubauer).
Marshal Italo Balbo, famous aviator is governor of Tripoli and opens new racing circuit. To spark interest in the race, a lottery is organized. The
11 lira tickets are very popular and sell well throughout Italy. Drawing of the tickets takes place three days before the event for the holders of
the 30 lucky tickets, one of each starter in the race. Winning ticket worth 7,500,000 lire.
Eve of race, Enrico Rivio, a stout bald-headed timber merchant from Pisa calls on Varzi in his hotel room. Varzi, his hair parted in the middle as
always, is wearing a blue smoking jacket and a white scarf with genuine pearl scarf-pin and is in the company of a certain "Sophia" who retires to the
bedroom during the discussion. Rivio has the lottery ticket for Varzi and offers half of the prize money, if Varzi wins. Rivio produces a document,
drawn up by his lawyer, to that effect. Varzi says he will see what he can do. Varzi calls Nuvolari.
The ticket-holders are in a special box at the circuit - a butcher from Milan, a pathetic old lady from Florence, a post office sorter, a salesman, a
student, and a down-at-the heels baron attached to a rich widow.
Marshal Balbo, with his trim bread and wearing a flashy uniform, drops the Italian tricolor to start the race.
At start it is Nuvolari, Borzacchini, Campari. They are followed by Chiron, Fagioli, and Birkin with Varzi in mid-pack. Lap five it is Campari, Nuvolari,
Birkin and Varzi 57 seconds behind. On lap 12, Campari is 12 seconds clear of Nuvolari, Borzacchini and Birkin. Campari's engine sputters two laps later
and he pits. Mechanics work on car, Campari then exits race and goes to canteen for a bottle of Chianti.
Lap 20 finds Nuvolari in the lead followed by Borzacchini, Chiron, Birkin. Lap 25 Varzi is in third after passing Chiron and Birkin. The Varzi Bugatti
starts making noises, two cylinders dead. Lap 26 and Nuvolari is close to lapping Varzi and Borzacchini is looking back as if worried about being passed
by Varzi. Borzacchini then touches a barrel corner marker and stopping without any difficulty, drives back to the pits and retires with a deflated tire.
Nuvolari now 30 seconds ahead of Varzi on the start of the last lap and looking over his shoulder. On last lap Nuvolari slows down, stops before the
finish line - winning is only meters away - and declares he is out of fuel. At the head of the finishing straight Varzi and Chiron are crawling along.
Nuvolari, now refueled, joins the slow motion crawl and crosses the finish line a wheel's width behind Varzi, Chiron being a lap down, and Birkin third.
An exhausted Varzi is lifted from his car and carried to the podium. Varzi is greeted on the podium by Rivio, a stranger to almost everyone there. That
evening Varzi, Nuvolari, and Borzacchini drink expensive champagne at the hotel and rumors begin. Rumors start that the race was rigged. A special
meeting is held the next morning. It charges that "certain drivers" had arranged beforehand that Varzi would win. The "certain drivers" are named as
Varzi, Nuvolari, and Borzacchini with Campari and Chiron also strong suspects.
The President of the board recommends that the competition licenses of those named should be revoked are they should be disqualified from the race as
well. After a long, uneasy silence, the recommendation is not acted upon. Although they should have been banned from racing, they only given a warning.
Appendix # 2|
Report from the June 1933 issue of Motor Sport:
The Grand Prix of Tripoli, organised for the first time since 1930, was this year marked by a titanic struggle between Varzi (Bugatti) and Nuvolari
(Alfa Romeo). The two had met at Monaco when Varzi just won, and the race at Tripoli was in the nature of a 'return'.
Additional interest was given to the race this year by a sweepstake, organised on the lines of the Irish sweepstake with the exception that there was
only one 'unit'. Altogether, a sum of 15 million lire was subscribed, the first prize being over three million, million and the third being over
Judging by the colossal crowd which lined the course at the start, the future of the Grand Prix of Tripoli is assured. The scene at the start was a most
impressive one, and a few minutes after three o'clock Marshall Badoglio, Governor of Tripoli, gave the signal to start. The cars were lined up in rows
of four, and an initial lead was gained by Gazzabini (Alfa Romeo). His lead was short-lived, however, for a group of faster cars soon enveloped him,
and to the joy of the few Englishmen present, it was seen that Sir Henry Birkin had forged his -way to the head of the bunch of bright red cars.
Although the Mellaha circuit measures 13 kilometres, it is tremendously fast, and in a very short time the cars appeared once more at the end of their
first lap. Birkin, handling his new Maserati -with consummate skill, was in the lead, followed by a howling pack composed of Nuvolari (Alfa Romeo),
Campari (Maserati), Varzi Bugatti), Fagioli (Maserati), Borzacchini (Alfa Romeo), Biondetti (BM) Zehender (Maserati), Premoli (B.M.), Hartmann (Bugatti),
Castelbarco (Alfa Romeo) and a straggling group of slower machines.
Birkin continued to give a masterly display of driving, and held his lead for four laps. Then the veteran Campari put his foot down well and truly,
passed the astonished Nuvolari, and on the fifth lap took the lead from the Englishman. As the cars came past the pits Campari (Maserati) led, having
covered 65.5 kilometres in 22 min. 58 sec.; Birkin (Maserati) was second, 9 sec. behind; Nuvolari (Alfa Romeo) was5 sec. later than Birkin, and he was
followed by Varzi (Bugatti), Zehender (Maserati) and Fagioli (Maserati).
Some idea of the speed at which the race was being run can be gauged by the fact that Campari, who led at the end of 10 laps, had covered the 131
kilometres at an average of roughly 107m.p.h. ..Nuvolari had by this time got ahead of Birkin, but the English driver was courageously sticking to his
guns and was only a few yards behind.
On the 14th lap Campari pulled into the pits in order to refuel, he was joined by Fagioli. This stop gave Nuvolari the lead, half-distance the
Nuvolari (Alfa Romeo), 1 hr. 9 min.
Birkin (Maserati), 1 hr. 9 min. 10 see
\'Varzi (Bugatti), 1 hr. 9 min. 19 see.
Campari (Maserati), 2 min. later.
Zehender (Maserati), 2 min. later.
Sir Henry Birkin's chances of victory were spoiled by his having to refuel on the 16th lap, and although this operation was carried out the usual
rapid manner, both Campari and Zehender had slipped by when he got going again. Then Campari had to stop again to replenish his oil tank which had
come loose in its seating. After 15 minutes delay while much rope was used to lash the tank securely, Campari started once more, but after a few laps
At 20 laps Nuvolari still led, but Varzi was now right on his tail. The Bugatti driver was giving a model display of cool driving, appearing obvious
of the existence of other competitors, and concentrating on his polished handling of his own car.
On the 25th lap a shout went up when it was seen that Varzi had gained the lead. Nuvolari had evidently had a setback, for he was 20 seconds behind.
On the next lap he drove like a demon and caught up the Bugatti. Nearer and nearer drew the red Alfa Romeo, each lap cutting down the French car's
lead by a few feet. The crowd were wild with excitement, and a terrific roar was heard when, at the end of the 29th lap, Nuvolari came by the stands
in the lead. As they disappeared on the last lap the spectators could hardly contain themselves, and craned their necks to see the cars come into sight
for the finish. From a distance the two cars looked level, and they roared towards the finishing line almost abreast. But the blue car was slightly
ahead and to the sound of a tremendous cheer Varzi crossed the line barely a length ahead of his rival.
Henry Birkin gave a magnificent performance in finishing third and, but for his pit stop, would have been nearer the leaders then his time indicated.
Zehender had the misfortune to retire on his last lap.
1st : Varzi (Bugatti) 2 hr. 19 min. 5I. 1 see. -i68.598 k.p.t
2nd: Nuvolari (Alfa Romeo) 2 hr. 19 min. 51.2 see.
3rd: Sir H. Birkin (Maserati) z hr. 2I min. 23 sec.
4th Battilana (unspecified) 2 hr. 21 min. 57 sec.
5th Taruffi (Alfa Romeo).
6th Balestrero (Alfa Romeo).
7th Ghersi (Bugatti).
8th Battaglia (unspecified) 4 laps
9th Hartmann (Bugatti) 4 laps
10th Castelbarco (Alfa Romeo) 4 laps
11th Matrullo (Maserati) 5 laps
12th Cucinotta (Talbot) 5 laps
13th Barbieri (Maserati) 6 laps
The first three cars all used Dunlop tyres.
Appendix # 3|
Excerpts from Contemporary Race Reports
Let us start with one by Raffaello Guzman in RACI, No. 20, 14 May 1933:
There is no doubt that Nuvolari's failure to win this race did not diminish his fame in any way. In fact, one could say that Nuvolari was morally
the victor as he was in the lead from the fifteenth lap, setting a cracking pace, until he had to stop at his pit for almost a minute; when he
re-started he was nearly a minute behind Varzi who had meanwhile assumed the lead. This disadvantage was soon totally quashed by Nuvolari and, in an
unforgettable pursuit which lasted for seven laps, the Mantuan reached the finishing line only one fifth of a second behind the winner.
Here is the report from L'Auto Italiana, No. 14, 20 May 1933:
Nuvolari was duly beaten in this race by Varzi but many people, without knowing the reason, did not really believe in this defeat. On the one hand,
it is ridiculous to think that the two drivers had agreed a "fiddle" yet, on the other it is true that the two drivers (and Borzacchini, who retired)
had made a pact with three holders of their [lottery] tickets. It would have not mattered who had finished first. Nuvolari stopped to refuel on the
23rd lap and Varzi assumed the lead; from then on, he was vehemently pursued by Nuvolari. At the beginning of the last lap Nuvolari was hard on Varzi's
heels; the two appeared on the finishing straight almost at the same time, first Nuvolari, then Varzi... only a few hundred meters to go and Varzi
accelerated irresistibly to get ahead of Nuvolari by half a length! Wild and lengthy applause from the excited crowd greeted both the victor and the
This article had its origin in an Atlas F1 "Rear View Mirror" column. The column was entitled "The Corsa dei Milioni, the 1933 Gran Premio di Tripoli
- the Race that was Rigged?" and appeared in August 1999. This article was written because I just wanted to try to get it "right" and tell the story
of the race as it should be told
However, the real origin lies with Betty Sheldon as the result of her examination of the Tripoli race in Volume 3: 1932 - 1936, A Record of Grand
Prix and Voiturette Racing.
Giovanni Canestrini, Uomini e Motori
Valerio Moretti, Grand Prix Tripoli 1925-1940
Phil McCray and Mark Steigerwald of The International Motor Racing Research Center at Watkins Glen for their help and assistance.
Alessandro Silva for his invaluable assistance and help with the translations.
While Don Capps' text remains the same as written in 2001, I have later made several changes to the start list, race numbers and grid.
In case of contradictions, use the information in the tables. A great thanks to Alessandro Silva, Michael Müller, Adam Ferrington, Jo Quadt, Hans Etzrodt
and Nick Shipp for corrections and picture material.