IV RAC INTERNATIONAL LIGHT CAR RACE
Douglas - Isle of Man (GBM), 28 May 1936 (Thursday)
50 laps x 6.44 km (4.0 mi) = km (200.56 mi)
Seaman takes his ten year old Delage to victory.
Seaman's old Delage was challenged by nine ERAs on the narrow and bumpy Isle of Man track. Earl Howe initially led the race but was soon passed by Seaman. The works ERAs struck trouble.
Howe had to retire with high air pressure splitting the fuel tank and Mays was out with a transmission failure. So privateers Bira and Paul had a fight about second position but they never had a chance
against Seaman, who apart from being faster also could do the race distance non-stop while the ERA cars had to make a stop for fuel.
After having run the Isle of Man race on a street circuit for three years R.A.C. changed the Douglas outside the city creating a new road circuit based on the motorcycle T.T.
circuit. The result was a four sided bumpy and narrow circuit with some very difficult sections.
The main interest was how good Seaman in his rebuilt 1927 GP Delage would be. Seaman had won two minor races at the British Empire Trophy at Donington on 4 April
with the car but this was the first big test against hard opposition as he was challenged by no less than 9 ERA's. That included works entries for Marcel Lehoux (R3B) Raymond Mays (R4B), Patrick Fairfield (R4A)
and Earl Howe (R8B), Fairfield's and Howe's cars having been repainted from white and dark blue to the ERA green when joining twe works team.
Private ERAs were entered by Cyril Paul (R7B - white), William Everitt (R6B - bright green ), Prince Bira (R2B - blue), Reggie Tongue (R11B - green, black/silver stripe) and Gerard Manby-Colegrave (R1B - green).
Teddy Rayson entered a Maserati and Austin Dobson raced the interesting new nice looking little 0.7 litre ohc Austin. A number of cars of different types filled the rest of the field all of them,
except Humber's Bugatti, supercharged.
Lehoux was fastest during practice with a time of 3m16s followed by Bira 3m19s and Seaman 3m20s. However it seems that the works ERA team had messed up the race numbers as
Lehoux had made his fast lap in car 16 instead of car 15. Thus the pole position went to Earl Howe instead while Lehoux found himself back in the fifth row in accordance with Earl Howe's lap time.
Freddy Dixon was unable to do a time better than 3m41 with his Riley. He criticized strongly the new course that he considered dangerous and he decided not to take part in the race.
Bira on the other hand criticized the race length rather than the course itself. With the current race length he ERAs were forced for stop for fuel while there were rumors that Seaman's Delage with
its bigger tank would might to try to it non-stop. Bira recommended a race length where all cars made an equal number of stops.
On Thursday afternoon a cold wind was blowing but the May sun was shining brightly and record crowds were reported on the stands and around the track.
At two p.m. the 18 cars were lined up in the grid and the flag was dropped.
|Rest of grid unknown.|
Howe took the lead followed by Seaman, Paul, Bira, Mays and Dobson. Two cars were already out of the race, Humber with a flooding carburator and
Rayson who had broken the supercharger drive at the start while Willaims had come to the start with a broken shock absorber on his M. G. and was struggling.
Mays in the works ERA was struggling to keep the pace of Dobson's little but good handling Austin.
Behind him Lehoux passed Fairfield and soon afterwards Lehoux found away past Mays as well.
Jucker had stopped at the far side of the track with a broken car.
Passing the main stand at the end of the fourth lap Seaman took the Delage up alongside Howe's ERA and went past at St. Ninian's church to take the lead.
to pull away.
Situation after 5 laps was thus:
|1. Seaman (Delage)||17m11s|
|2. Howe (ERA)||+ 1s|
|3. Paul (ERA)||+ 6s|
|4. Bira (ERA)||+ 7s|
|5. Dodson (Austin)||+ 11s|
|6. Lehoux (ERA)||+ 15s|
After five laps Tongue gave up with a faulty magneto.
A lap later Howe was in the pit. The air pressure of the fuel system was double to correct one. The carburator was flooding and the fuel tank was bulging, interfering with the suspension.
When Howe finally rejoined the race he had dropped from second to dead last. Williams finally gave up his struggle with the broken shock absorber and Eccles called it a day as well.
At 10 laps twelve seconds covered the top three races, Seaman slowly pulling away from Paul and Bira.
Earl Howe was the first one to take on fuel making his pit stop around lap 18.
After 20 laps Seaman's lead had increased to 15 seconds:
|1. Seaman (Delage)||1h08m35s|
|2. Paul (ERA)||+ 15s|
|3. Bira (ERA)||+ 17s|
|4. Fairfield (ERA)||+ 40s|
|5. Mays (ERA)||+ 42s|
|6. Lehoux (ERA)||+ 50s|
On the 21st laps the air pressure split the fuel tank on Howe's ERA and he had to retire.
On the same lap Bira, after an half an hour duel, finally managed to outbrake Paul at St. Ninain's corner to take second position.
Taking any illusions away from the Siamese Price about catching the Delage, Seaman made the 25th lap in 3m21s followed by 3m20s on the 27th.
Mays made a 40 seconds stop for 70 liter fuel followed by Lehoux 50 seconds stop for the same amount. On lap 29 Bira stopped for 50 seconds for 45 litre fuel, oil and water giving second position back to Paul.
Fairfield also made his top but took the pit crew by surprise so his stop was a lengthy one.
The order after 30 laps was:
|1. Seaman (Delage)||1h42m28s|
|2. Paul (ERA)||+ 1m26s|
|3. Bira (ERA)||+ 1m38s|
|4. Mays (ERA)||+ 2m08s|
|5. Lehoux (ERA)||+ 2m29s|
|6. Fairfield (ERA)||+ 3m05s|
Dodson had to make a stop for fuel and because a flooding carburator. Then it was Paul's turn to make his stop, taking on 95 liter in 40 seconds and dropping to fourth.
By now only Seaman had yet to make a stop and even if Seaman's team mcreated high piles of fuel churns in the pit it started to look more and more probably that Seaman, just as the
opposition had feared, would do the race non-stop.
|1. Seaman (Delage)||1h59m39s|
|2. Bira (ERA)||+ 1m33s|
|3. Lehoux (ERA)||+ 2m20s|
|4. Paul (ERA)||+ 2m58s|
|5. Fairfield (ERA)||+ 3m17s|
|6. Mays (ERA)||+ 3m44s|
The problems for the works ERA team continued when Mays retired with a broken transmission. Then on the 40th lap Lehoux crashed into the sandbags at Onchan corner. After some pushing
by the marshals he was able to return slowly to the pit where a bent radius rod was quickly hammered straight before Lehoux could rejoin the race.
When it was realized that Seaman was on a nonstop strategy against ERA's one pitstop there were no doubt about the winner. With lots of fuel still in the tank Seaman took the ten year old
Delage to a triumphant victory. Bira and Paul finished second and third with Fairfield being best works ERA driver of the day despite his bad pit stop.
After the race there was a scandal. Certain sums of prize money had been advertised but other, lower sums, were mentioned in the regulations.
Several drivers made an appeal to the stewards to give out the prize money advertised but they were turned down.
Only after a further appeal to R.A.C. on the advice of Oliver Bertram, who apart from being a racing driver and Brooklands specialist also worked as a barrister,
the drivers finally received the full prize money sums.
|1.||9||Richard Seaman||R. Seaman||Delage||15S8||1.5||S-8||50||2h52m01s|| |
|2.||17||"B Bira"||"B Bira"||ERA||B||1.5||S-6||50||2h53m18s||+ 1m17s|
|3.||11||Cyril Paul||A. C. Dobson||ERA||B||1.5||S-6||50||2h55m02s||+ 3m01s|
|4.||10||Patrick Fairfield||H. W. Cook||ERA||A||1.5||S-6||50||2h55m23s||+ 3m22s|
|5.||15||Marcel Lehoux||H. W. Cook||ERA||B||1.5||S-6||50||2h55m47s||+ 3m46s|
|6.||19||G Manby-Colegrave /||T. H. Wisdom||ERA||B||1.5||S-6||50||3h04m57s||+ 12m56s|
|R Featherstonhaugh|| || || || || || || || |
|NC||12||William Everitt||W. Everitt||ERA||B||1.5||S-6||47|| || |
|NC||6||Austin Dobson||Sir Herbert Austin||Austin||7 OHC||0.7||S-4||44|| || |
|NC||24||L. Briggs||L Briggs||MG||K3 Magnette||1.1||S-6||43|| || |
|DNF||14||Raymond Mays||H. W. Cook||ERA||B||1.5||S-6||35+||rear axle|| |
|DNF||16||Earl Howe||H. W. Cook||ERA||B||1.5||S-6||21||split fuel tank|| |
|DNF||21||R. Eccles||R. Eccles||Lagonda||Rapier||1.1||S-4||9||valve rocker|| |
|DNF||25||H. Williams||H. Williams||MG||K3 Magnette||1.1||S-6||7||shock absorber|| |
|DNF||3||Alexander Cormack||A. Cormack||Alta||52S||1.5||S-4||7||mechanical|| |
|DNF||18||Reggie Tongue||R. Tongue||ERA||B||S-6||5||ignition|| |
|DNF||20||Philip Jucker||P. Jucker||Frazer Nash||Gough||1.5||S-4||2||fuel pipe|| |
|DNF||8||Tom Humber||T. Humber||Bugatti||T37||S-4||0||big end|| |
|DNF||22||Teddy Rayson||E. Rayson||Maserati||4CM||S-4||0||supercharger|| |
Fastest lap: Richard Seaman (Delage) on lap 27 in 3m20s = 115.9 km/h (72.0 mph)|
Winner's medium speed: 112.2 km/h (69.8 mph)
Pole position lap speed: 118.2 km/h (73.5 mph)
Weather: sunny, a bit windy.
30 May 1936: Meyer (Stevens-Miller) wins the Indianapolis 500 race.|
31 May 1936: Philippe Maillard-Bruné (M. G. Magnette) wins the Bol d'Or 24 hour race.
1 June 1936: The B.A.R.C. Whitsun Meeting was held at Brooklands.|
E. W. W Pacey Baker-Carr (Pacey-Hassan 4.5 L) wins "The Gold Star" Trophy.
Other handicap races were won by R. J. W. Appleton (Appleton spl. 1.1 L), C. W. Windsor-Richards (Vauxhall 4.2 L),
C. H. Masters (Fiat 1.0L), H. G. Dobbs (Riley 2.0 L) - two races, W. E. Wilkinson (M.G. 1.1 L), Miss M. Allan (Bentley 6.6 L) and
A. R. Samuel (M.G. 0.7 L).
6 June 1936: Raymond Mays (ERA) wins the Shelsley Walsh hillclimb in England.
VII° GRAN PREMIO DE PENYA RHIN
Circuit de Montjuïc - Barcelona (E), 7 June 1936
80 laps x 3.791 km (2.356 mi) = 303.28 km (188.4 mi) (Note 1)
Nuvolari supreme - First victory for the 12-cylinder Alfa Romeo
by Hans Etzrodt
Under normal conditions, the Mercedes-Benz and Auto Union racecars could not be beaten in 1936. In spite of that, Tazio Nuvolari in an inferior machine succeeded in being victorious
over the German cars on four occasions. The Italian's victory in the Penya Rhin Grand Prix impressed much more than his lucky 1935 win at the Nürburgring, where he won the Grand Prix
against the German onslaught. Here in Barcelona Nuvolari beat four superior German cars in perfect condition. Chiron led the first lap, Caracciola the next five and then he was
passed by Nuvolari's 12-cylinder Alfa Romeo. Rosemeyer lost much time with repairs in the pits. Varzi declined to drive. Instead, new man von Delius carefully drove the second
Auto Union in his first grand prix race. Chiron, in the second Mercedes, was just not up to speed. The race-long battle between Caracciola and Nuvolari ended in the Italian's favor.
The German had to deal with the handling problems of the short wheelbase Mercedes. In the last quarter of the race, Caracciola was able to close the gap to Nuvolari to 3.4 seconds
due to the poor condition of the Alfa's tires. Caracciola finished second with only one pit stop versus Nuvolari's two. Farina in an older 8 cylinder Alfa was third ahead of
von Delius and Rosemeyer in Auto Unions, Chiron (Mercedes-Benz), Sommer and Villapadierna in old Alfas while Brivio, Etancelin and Wimille retired.
After a three week break the teams headed to Barcelona at the beginning of June. It was not peaceful in the days before the outbreak of the civil war on July 18, 1936. The Barcelona city
workers were on strike as was the railroad. The VII Gran Premio Penya Rhin on June 7 and simultaneously the IV Copa Barcelona took place on the previous year's circuit at Montjuich Park
and was restricted to cars of the international 750 kg formula. The 3.79 km road course in Barcelona twisted up and down around the base of the Montjuich hill, crested by the national
museum and the 1929 world exhibition buildings. The surface alternated between cobbles and asphalt and the city streets sections required the cars to cross streetcar tracks. The course,
where one corner followed another with no straight worth mentioning, had to be lapped 80 times, a total of 303.2 km. It called for continuous gear shifting and the lower gears were used
most of the time. The race finished five minutes after the arrival of the first car to complete the distance had crossed the finish line. The following cars had to stop even if they had
not completed the required distance.
The prizes awarded were 15,000 pesetas for the winner, 8,000 for second, 5,000 for third, 3,000 for fourth and 2,000 for the fifth finisher. In addition 1,000 pesetas went to the leading
driver with a car constructed in Spain
Almost the entire elite of drivers had turned up in Barcelona. A few cars had been shipped from Tunis directly to Spain since there were just three weeks between races. The Mercedes team manager,
Alfred Neubauer, arrived by plane on Thursday while earlier in the week the Daimler-Benz team had turned up with their own fuel truck, spares and two W25 grand prix cars for Rudolf Caracciola and
his friend Louis Chiron. Herman Lang was reserve driver as quoted by El Mundo Deportivo.
Auto Union appeared at Barcelona for the first time, having missed the previous two years. The new team Manager for 1936, Dr. Karl Otto Feuereissen, had Achille Varzi and Bernd Rosemeyer
as drivers with Ernst von Delius as reserve. Hans Stuck was at the rainy Shelsley Walsh hill climb. Technical director August Jacob and chief mechanic Wilhelm Sebastian were also present.
The Spanish railroad workers strike had begun to collapse but the Auto Union team was worried about their overdue racecars which were due to come by railroad from Portbou at the border.
Ludwig Sebastian and Ulrich Bigalke from Auto Union searched for their cars at every station along the line until they found them in a railway siding. Only through their persistence and
determination were the railroad cars brought to Barcelona, where the Auto Union staff unloaded their racing cars at night, illuminated by the headlamps of their road cars. At Achille Varzi's
suggestion, Auto Union had built a car in which the regular 291 cm wheelbase used in 1935 had been reduced. The short car was made ready for Barcelona for Varzi to drive, while the other car
had the longer wheelbase.
Scuderia Ferrari entered the new independently sprung 12C 1936 Alfa Romeo for Tazio Nuvolari, who had recovered from injuries received in his Tripoli practice crash, when his Alfa
overturned and he was thrown from the cockpit. They also entered a pair of faithful 8C 1935 cars for Count Antonio Brivio and Giuseppe Farina, who had recuperated from his Monza test accident, while Francesco Severi
was present as reserve driver. Italy's hopes and pride were based on this new 4.1-liter 12-cylinder grand prix Alfa Romeo which had shown great stamina, improved road holding and increased power
of 370 hp.
Automobiles Bugatti entered a T59 with a 50B1 engine for Jean-Pierre Wimille. Wealthy French privateer Raymond Sommer drove an old 3.2-liter Alfa Romeo Type B. So did Spanish Count
José de Villapadierna whose Escuderia Villapadierna entered an even older 2.9-liter Alfa Romeo Type B. Philippe Etancelin drove a Maserati V8RI and "Raph", the pseudonym for R. B. de las Casas,
in another V8RI did not appear.
The first practice session was held on Thursday afternoon from four to seven and aroused enormous interest. Before the announced time, a large crowd had accumulated in the stands and other places
around the circuit, to experience first impressions of the main participants. The German teams from Mercedes and Auto Union were already in Barcelona on Wednesday, including Lang, Caracciola and
Chiron. The independent Spaniard, Villapadierna, was also present, while Etancelin, Sommer and Raph had indicated their arrival on Wednesday but it was not reported that they practiced the
following day. Scuderia Ferrari arrived on Thursday. The increase already seen in the speeds of the 1936 cars, made it likely that the lap record would be beaten in the first practice session.
The present lap record was held by Caracciola, Nuvolari and Fagioli from last year with 2m02s at 111,800 km/h. The German teams of Mercedes and Auto Union were the first to make an appearance
on the track. The sensitive road holding of the new short Mercedes was more noticeable on the twisting Montjuich Park circuit. The 1936 W25 had a 246 cm wheel base compared with 272 cm
of the 1935 model. The drivers were not happy with the handling and found the rapid pitching motion of the short car troublesome. Caracciola went around in 2m05s. Rosemeyer on his first practice lap
held back, but raised his speed on the following lap. Accelerating out of Font del Gat, a banked left hand corner, he lost it under full throttle. Instead, the car went straight on, hit and uprooted
a lamp post at the exit of the corner, which was protected by sandbags. The front of the Auto Union was badly damaged and Rosemeyer arrived at his pits limping with a
slightly injured knee. His slashed bleeding nose was attended to by the First Aid team. Rosemeyer resumed practice with the short wheelbase car and within just two laps his best time was 2m04s.
His mechanic, Ludwig Sebastian, in the meantime repaired the damage on the other car. Practice continued with Caracciola, Chiron and Nuvolari who were progressively improving their times.
Caracciola achieved a lap of 2m03.6s while Nuvolari's best with the new 12-cylinder Alfa Romeo was 2m05.0s. Chiron and von Delius times were somewhat slower. Varzi, arrived late for practice and
achieved times similar to those of Caracciola and Nuvolari.
Friday's official practice session was also from 4 to 7 pm. While Thursday's practice had a very limited number of drivers, Friday's practice was expected to include the 8-cylinder cars from
Scuderia Ferrari, the Maseratis of Etancelin and Raph, the older Alfa Romeos of Sommer and Villapadierna and perhaps the Bugatti of Wimille, whose arrival was announced at the border in the early
hours of Friday morning. Nuvolari and Farina achieved excellent practice times in their shorter Alfa Romeos; their speed was right amongst the German cars. The 8-cylinder Maserati of Etancelin
and the Alfa of Villaperdierna also participated in the session. The short wheelbase Auto Union had been made ready for Barcelona at Achille Varzi's suggestion, but it proved to handle badly.
As a result, Varzi categorically demanded to drive Rosemeyer's long wheelbase car, as Bernd was still the junior driver at this time. The Italian was so unwilling during practice that he could
only be persuaded albeit reluctantly to drive some practice laps in the short car to communicate technical results. An exchange of cars between Varzi and Rosemeyer was not possible
because of the German's light knee injury. Rosemeyer could not drive the short car as it required sitting with the knees bent. Although Varzi was fully aware of this situation, he stated that he
was not going to drive the short car in the race, even though it was explained to Varzi by Auto Union that he would be in breach of his contract. Regardless, the Italian did not drive and by this
time he alleged that due to poor health he was not in a position to drive. A medical examination, arranged by the German team doctor, Dr. Gläser, proved that Varzi was fit to drive. On account of
Varzi's refusal the reserve driver Ernst von Delius was assigned the second Auto Union in his first grand prix race. The official reason given for Varzi's replacement was due to injuries he had
received in his horrific crash at Tunis 3-weeks earlier, where in fact he was unbelievably lucky to have escaped serious injuries when thrown from an overturning car at a speed of over 200 km/h.
Not surprisingly, this episode, besides his airs and graces, triggered the end of Varzi's career at Auto Union; his contract was not renewed for 1937. According to the official timing, the best
laps were: Caracciola 2m01.6s, Nuvolari 2m02s, Chiron 2m05s, Rosemeyer 2m05s, Brivio 2m06s, Varzi 2m06s, Farina 2m07s, Villapadierna 2m14s, Etancelin 2m17s, Severi 2m28s.
At the last practice session on Saturday from 8:30 to 11:00 am, Jean-Pierre Wimille appeared with the Bugatti and made his best time in 2m03.4s. The Spanish Count José de Villapadierna drove his
fastest lap in 2m12s. Rosemeyer's fastest lap was 2m05s while Delius' best was 2m09s. Brivio with the Alfa Romeo did 2m07s and Sommer 2m09s. Etancelin's practice laps in the Maserati did not
impress at all.
Sunday was a beautiful summer day and a huge crowd, estimated of 80-100,000 spectators, assembled around the course. Grid positions had been decided by ballot and the cars lined up as follows:
The start was planned at 4:00 PM but the starting flag fell shortly after five in the afternoon. To the roar of the engines Chiron and Caracciola went immediately into the lead, followed by Nuvolari,
Rosemeyer, Brivio, Farina, Wimille, Delius, Etancelin, Sommer and Villapadierna. At the end of the first lap Chiron held the lead ahead of Caracciola and Nuvolari, who was followed by Rosemeyer,
Brivio, Farina and Wimille. On the second lap, Caracciola and Nuvolari were able to pass Chiron. Delius, who had made a bad start, went past Wimille into seventh place. After three laps, the leading
pair of Caracciola and Nuvolari were having their own battle, continually pulling away from the next duel between Chiron and Rosemeyer. The positions remained the same on lap four except for Wimille
who stopped for about two minutes at his pit and dropped to last place. On the fifth time round, Caracciola equaled the old lap record of 2m02s, while Sommer moved up two places to eighth position.
Rosemeyer stopped on lap six after the vent pipe of the reserve tank broke and the main fuel tank had come loose. While in the pits, he was lapped by the leaders and soon joined the race in tenth place.
On lap seven, Nuvolari passed Caracciola's Mercedes and drove a new fast lap of 2m01s at 112.779 km/h. Brivio stopped his Alfa with a mechanical problem on the high side of the circuit and walked
back to the pits, while Etancelin retired his Maserati with a fuel leak. On the following lap Wimille again stopped at the pits to retire the Bugatti with a gearbox problem. The spectators were
following the exciting duel of the two champions in front. At the end of lap 10, Nuvolari and Caracciola were half a lap ahead of Chiron, Farina and Delius, who were followed by Sommer, Rosemeyer
and Villapadierna. Brivio, Etancelin and Wimille had retired. The field was down to eight cars in this order:
|1.||Nuvolari (Alfa Romeo)||20m28.7s|
|4.||Farina (Alfa Romeo)||21m35.6s|
|5.||von Delius (Auto Union)||21m53.7s|
|6.||Sommer (Alfa Romeo)||22m15.0s|
|7.||Rosemeyer (Auto Union)||22m25.2s|
|8.||Villapadierna (Alfa Romeo)||22m27.1s|
Nuvolari set a new lap record on lap 15 in 2m00s, which placed him four seconds ahead of Caracciola. However, after 20 laps the gap had decreased and Nuvolari was now only two seconds ahead. Rosemeyer's
car had been repaired and served him well to climb from seventh place to fifth.
|1.||Nuvolari (Alfa Romeo)||40m40.6s|
|4.||Farina (Alfa Romeo)||42m34.2s|
|5.||Rosemeyer (Auto Union)||43m30.6s|
|6.||von Delius (Auto Union)||43m40.5s|
|7.||Sommer (Alfa Romeo)||44m25.9s|
|8.||Villapadierna (Alfa Romeo)||44m46.9s|
On lap 23, Nuvolari improved on his previous lap record with a lap of 1m59s. Farina had passed Chiron for third place on lap 24, when Chiron lost some time, while Rosemeyer, von Delius and Sommer
followed in the next places. By lap 26, Nuvolari had increased his advantage over Caracciola to seven seconds, but on lap 27, the German again reduced the gap. Nuvolari answered this on lap 28
with another record lap in 1m58s, a speed at 115.646 km/h, which was to stand as the fastest lap of the race. All the cars had now been lapped at least once by the leading duo. After 30 laps the
standings were as follows:
|1.||Nuvolari (Alfa Romeo)||1h00m32.9s|
|4.||Farina (Alfa Romeo)||1h03m24.8s|
|5.||Rosemeyer (Auto Union)||1h04m22.1s|
|6.||von Delius (Auto Union)||1h05m11.5s|
|7.||Sommer (Alfa Romeo)||1h06m22.5s|
|8.||Villapadierna (Alfa Romeo)||1h06m49.8s|
Just before half distance on lap 39, Nuvolari made a quick pit stop, refueled and changed his rear tires in only 40 seconds. On the same lap, Rosemeyer stopped at his pits after the reserve tank had
broken loose again. The tank was removed and Rosemeyer fell back to last place once more. After 40 laps Caracciola was leading Nuvolari by 28 seconds. Nuvolari most likely made up some time
between lap 31 and 40 to be only 28 seconds behind Caracciola after the Italian's pit stop. Farina was one lap behind, Chiron and Delius two, Sommer and Villapadierna three and Rosemeyer four.
The order at half distance was:
|2.||Nuvolari (Alfa Romeo)||1h21m27.7s|
|3.||Farina (Alfa Romeo)||1h24m12.4s|
|5.||von Delius (Auto Union)||1h26m37.0s|
|6.||Sommer (Alfa Romeo)||1h28m33.3s|
|7.||Villapadierna (Alfa Romeo)||1h28m35.6s|
|8.||Rosemeyer (Auto Union)||1h30m25.9s|
Caracciola maintained his fast pace driving laps of 2m0s but Nuvolari was able to maintain the gap behind the German at 28 seconds by lap 50. He did so despite the fact that his Alfa Romeo was heavier
with a full fuel tank while Caracciola's lighter Mercedes was low on fuel. The standing after 50 laps was:
|2.||Nuvolari (Alfa Romeo)||1h41m32.8s|
|3.||Farina (Alfa Romeo)||1h46m03.6s|
|5.||von Delius (Auto Union)||1h47m42.1s|
|6.||Villapadierna (Alfa Romeo)||1h50m22.3s|
|7.||Sommer (Alfa Romeo)||1h51m06.8s|
|8.||Rosemeyer (Auto Union)||1h51m23.0s|
On lap 52, Farina made his pit stop for fuel and tires. On the following lap, a piece of one of Caracciola's tires flew off as he passed the stadium section. As a result he lost valuable time when
he had to slow for the last third of lap 53 to reach his pits. Refueling and changing both rear tires went faster at the Mercedes pit, but Nuvolari had now regained the lead and was 40 seconds ahead
of Caracciola, followed by Farina, Delius and Chiron. Villapadierna changed tires on lap 54 and Chiron made his pit stop on lap 57. On lap 60, Nuvolari made a quick pit stop to change one defective
front tire without losing the lead. When he rejoined the race, his advantage to Caracciola was still 27 seconds. Rosemeyer, in the meantime, was moving rapidly and had passed Sommer for sixth place.
On the same lap a dog crossed the straight in front of the grandstands and was just missed by Farina and Rosemeyer. After 60 laps the order was:
|1.||Nuvolari (Alfa Romeo) ||2h02m12.0s|
|3.||Farina (Alfa Romeo)||2h07m54.8s|
|4.||von Delius (Auto Union)||2h08m54.8s|
|6.||Rosemeyer (Auto Union)||2h12m11.0s|
|7.||Sommer (Alfa Romeo)||2h13m02.4s|
|8.||Villapadierna (Alfa Romeo)||2h13m19.0s|
Caracciola was signaled by his pits to speed up. Lap after lap, Nuvolari's advantage shrank by about one second per lap. On lap 67 Caracciola was 24 seconds behind and 21 seconds on lap 69. On lap
70, Nuvolari was 17 seconds ahead of Caracciola while Rosemeyer was ready to pass Chiron for fifth place.
|1.||Nuvolari (Alfa Romeo) ||2h22m37.5s|
|3.||Farina (Alfa Romeo)||2h29m08.8s|
|4.||von Delius (Auto Union)||2h30m02.6s|
|6.||Rosemeyer (Auto Union)||2h32m41.9s|
|7.||Sommer (Alfa Romeo)||2h34m59.5s|
|8.||Villapadierna (Alfa Romeo)||2h35m22.3s|
Nuvolari ignored his pit signals to change his worn rear tires. The Italian knew that a pit stop would cost him the victory, so he waved off his pit signals. Caracciola repeatedly received pit
signals from Neubauer to drive faster and by lap 74 the German had reduced the gap to 16 seconds. After lap 76 the gap was down to 14 seconds and after lap 78, Nuvolari's advantage was only 10
seconds. The Alfa's rear tires were in poor shape. Nine seconds was the Italian's advantage as they went into the last lap. Nuvolari's tires lasted, but they were totally shredded, and he
finished a mere 3.4 seconds ahead of Caracciola's Mercedes with hardly any fuel left. Farina in the other Alfa Romeo was third, three laps back, followed by von Delius four laps behind, Rosemeyer
and Chiron five laps down, Sommer and Villapadierna six laps back.
El Mundo Deportivo reported the fastest laps of each driver. Nuvolari had established the fastest lap of the race in 1m58s, Caracciola was second best with 1m59s, Rosemeyer 2m01s, Farina
2m02s, Chiron, Wimille and von Delius 2m05s, Villapadierna 2m09s and Sommer 2m10s.
A few weeks later the Spanish civil war started on July 18 and lasted until April 1939. That was followed by World War II, which began in September that year. Motor racing in Spain was
suspended for 10 years until 1946.
|1.||4||Tazio Nuvolari||Scuderia Ferrari||Alfa Romeo||12C 1936||4.1||V-12||80||2h43m00.7s|
|2.||16||Rudolf Caracciola||Daimler-Benz AG||Mercedes-Benz||W25 kurz||4.7||S-8||80||2h43m04.1s||+ 3.4s|
|3.||20||Giuseppe Farina||Scuderia Ferrari||Alfa Romeo||8C 1935||3.8||S-8||77||2h44m27.0s|
|4.||12||Ernst von Delius||Auto Union AG||Auto Union||C||6.0||V-16||76||2h43m02.0s|
|5.||2||Bernd Rosemeyer||Auto Union AG||Auto Union||C||6.0||V-16||75||2h43m01.0s|
|6.||6||Louis Chiron||Daimler-Benz AG||Mercedes-Benz||W25 kurz||4.7||S-8||75||2h43m40.7s|
|7.||22||Raymond Sommer||R. Sommer||Alfa Romeo||Tipo B/P3||3.2||S-8||74||2h43m46.1s|
|8.||24||José de Villapadierna||Scuderia Villapadierna||Alfa Romeo||Tipo B/P3||2.9||S-8||74||2h44m11.6s|
|DNF||10||Jean-Pierre Wimille||Automobiles E. Bugatti||Bugatti||T59/50B||4.7||S-8||8||gearbox|
|DNF||14||Antonio Brivio||Scuderia Ferrari||Alfa Romeo||8C 1935||3.8||S-8||6||tank rupture, fuel leak|
|DNF||18||Philippe Etancelin||P. Etancelin||Maserati||V8RI||4.8||V-8||6||oil pipe|
Fastest lap: Tazio Nuvolari (Alfa Romeo) on lap 29 in 1m58s = 115.7 km/h (71.9 mph)|
Winner's medium speed: 111.6 km/h (69.3 mph)
Weather: warm, sunny
The times of the eight drivers shown every ten laps, the final classification and the number of laps completed, represent the official classification, which was published by El Mundo Deportivo on June 10, 1936, three
days after the race. The times published in most other sources show mostly different numbers, which are evidently not the official times.
1. It seems that the circuit length 3.790 km, just as in 1933, might have been used officially during the 1936 race.
80 x 3.790 km = 303.2 km. Of course the length of the Montjuïc circuit did not
change from year to year, it remained 3.791 km from 1933 until 1975. Anyway, using 3.790 km, the fastest lap speed would be 115.6 km/h (71.8 mph) while the winners medium speed with one decimal accuracy
remains the same.
Primary sources researched for this article:|
Allgemeine Automobil-Zeitung, Berlin
Allgemeine Automobil-Zeitung, Wien
El Mundo Deportivo, Barcelona
IL Littoriale, Roma
LA STAMPA, Torino
MOTOR SPORT, London
MOTOR UND SPORT, Pössneck
IV GRANDE PRÊMIO DA CIDADE DO RIO DE JANEIRO
Gávea - Rio de Janeiro (BRA), 7 June 1936
25 laps x 11.16 km (6.94 mi) = 279.0 km (173.4 mi)
An Argentine 1-2 in Brazil
Because of the fatal accident to the 1934 race winner Irineu Corrêa at the 1935 race anf the critisism that followed it, Automóvel Clube do Brasil had to take some precautions before the 1936 race
to get permisson to arrange the race from the City Council of Rio de Janeiro.
Engines remained free but some simple rules like mandatory four wheel brakes and rear view mirrors and driver protection sorted out the worst cars. Maximum wheelbase was 2.90m and minimum
weight 500 kg, Also it was decided that to qualify a driver had to do a lap under 10 minutes during practice. Also, on the drivers demand, the grid order was this year to be decided by the
With the support of Sabbado D'Angelo, owner of a tobacco company, the club got the finacial means to tempt some Europeans to take part in the race. After some negotiations Scuderia Ferrari sensationally promised to
send two cars and drivers.
The 1936 Rio Grand Prix had a good entry list. In total there were 67 entries.
Scuderia Ferrari sent two Alfa Romeo 2900A stripped sports cars for Carlo Pintacuda and Attilio Marioni. From France came Mlle. Hellé-Nice's with her blue Alfa Romeo "Monza" and Georges Hardy who raced under the pseudonym
"Marcedady" with a Talbot. Two Portugese Bugatti drivers were entered, Henrique Lehrfeld and José de Almeida Araújo but the latter was a non entry and was replaced by Filipe Rueda in a Hispano Suiza.
The Argentinian drivers Ricardo Carú (FIAT), Victório Rosa (Hispano-Suiza), Arthur Kreuse (Mercedes Benz), Augusto Mac Carthy (Chrysler) and Victório Coppoli (Bugatti) completed the foreign entries.
Free pracice started as early as 17 May. On 27 May Dante Palumbo, driving the same Ford as Irineu Corrêa in his fatal 1935 race, had a fatal crash at the Avenida Bartolomeu Mitre curve and again the Automóvel Clube do Brasil
had to work hard to convince the authorities to give permisson to go ahead with the race.
On 31 May qualifying started. The drivers had three attempts with the best time determining the grid position, the grid restricted to 41 cars. Pintacuda proved to be fastest with his Ferrari taking pole position with a time
of 8m49.6s. At the end of qualifying 32 drivers had cucceded to make a lap under 10 minutes. Arthuro Kruse and Mlle. Hellé-Nice (and obviously also Filipe Rueda) had guaranteed grid positions and the last six positions
were given to Brzil drivers according to their previous results in local events. of them Julio de Moraies did not take up the invitation and he was replaced by Henrique Ré.
Also Benedito Lopes, who had qualified third failed an medival examination and was forbidden to race. He was replaced by Henrique Casini.
José Pereira and Joaquim Sant'Anna were non-starters meaning that 39 cars were lined up on Rua Marques de São Vicente for the start like this:
In the presence of Brazil president Getúlio Vargas the flag was dropped at 9.38 a.m., half an hour late, and the race begun.
Pintacuda took control of the race but Marinoni retired with differential trouble on the first lap.
While leading comfortably Pintacuda also had to retire with differential trouble on lap 21, giving over the
lead to Brazilian champion Manuel de Teffé. But de Teffé had to make a late pitstop for refueling and had to see
the Argentine driver Victório Coppoli in a Bugatti pass and take the victory with fellow Argentine Ricardo Carú second.