1 9 3 6
In 1936 politics seriously started to interfere with the racing calendar.
On 3rd October 1935 Italian troops invaded Abyssinia and on 18th November the League of Nations imposed
economic sanctions on Italy. Mussolini answered by boycotting the French and British motor sports events. On 7th March 1936 Hitler entered the demilitarized Rhineland and on 18th July the Spanish Civil War began.
In western Europe the season was interrupted by strikes and unrest.
For Grand Prix racing 1936 was the year of Auto Union and Bernd Rosemeyer. The 27 year old German dominated the season to become European champion.
At mid season Mercedes-Benz withdrew from racing, returning to Stuttgart to lick their wounds.
Voiturette racing was dominated by Richard Seaman's 10 year old Delage, a fact that perhaps gives a too negative impression of
the technical ability of the other teams.
There was a new meeting in Zürich on 7th December 1935 about proposals for a new racing formula. There were serious
discussions about whether the new Grand Prix formula should be for 1500cc cars. However no final decisions were made.
Another meeting was held in February 1936 with suggestions about a 4 litre/2.7 litre formula .
But it was not until October 1936 that a new 4.5 litre/3 litre formula for 1938 was announced.
See the 1936 European Championship table.
The Belgian Grand Prix and the Le Mans 24 h race had to be cancelled due to political unrest as was the Spanish Grand Prix at San Sebastian.
The Dieppe Grand Prix was also off the calender.
1936 SEASON LINEUP:
After two years full of conflicts Neubauer should probably have liked to get rid of Fagioli but the fact was that
the Mercedes team could not afford to give up a driver of his capabilities. So the driver line up was as before
Rudolf Caracciola, Luigi Fagioli and Manfred von Brauchitsch with
Hermann Lang as junior driver.
Caracciola urged Alfred Neubauer to also sign his old friend, Monegasque Louis Chiron to replace the injured Geier.
To face the challenge from the new cars of Auto Union and Alfa Romeo the Mercedes factory constructed a new
600 BHP 5.6 liter V12 unit known as the DAB. To fit this heavy engine into the cars under the 750 kg limit demanded
considerable changes to be done to the 1936 cars to save weight. The new car was built with no less than 25 cm shorter wheel base than the old ones.
Other news included a transverse gearbox and a de Dion rear axle. The new car was in fact so small that the tall
von Brauchitsch could not fit into it properly and he had a miserable season.
The finished DAB engine proved to be seriously overweight. Somehow the engineers managed to squeeze it in under the weight limit
only to find that the weight distribution was such that the car was totally undrivable. Instead a 4.7 litre 450 BHP variant
of the old engine (known as ME25) had to be built in a hurry and put into the new cars.
The 1936 season was to become the worst in Mercedes-Benz's history. To sort up the mess a new "Rennabteilung" (racing department)
under engineer Uhlenhaut was created to take over from the experiment department.
Auto Union had a new car called the C type for the 1936 season. The volume of the V16 engine was increased to 6 litres
giving 520 BHP.
There had also been several modifications to better the handling of the cars including a ZF limit slip
Dr Karl Feuereissen took over from Willy Walb as team manager.
The driver line up for 1936 was Hans Stuck, Achille Varzi and Bernd Rosemeyer as senior drivers
with Rudolf Heydel, Ernst von Delius and
Rudolf Hasse selected as junior drivers. Pietsch and zu Leiningen had
left the team.
Alfa Romeo continued developing the Tipo 8C-35 car putting in a new 4.1 litre V12 engine. The new model was
known as the Tipo 12C-36. First driver Tazio Nuvolari stayed on at Scuderia Ferrari as were
Antonio Brivio, Carlo Pintacuda and Mario Tadini. René Dreyfus was away developing Talbot sports cars
but returned to Scuderia Ferrari from the Deauville GP onwards. Trossi, having worked as President for Scuderia Ferrari since 1932, had now resigned
and left for Maserati. A new driver for the team was Giuseppe Farina, who had left Gino Rovere.
In 1936 Gino Rovere became president of Maserati.
Scuderia Subalpina changed its name to Scuderia Torino entering a V-8RI for Count Trossi.
Giorgio Ambrosini was racing manager.
There were hardly any serious attempts to develop the V-8RI during the 1936 season except for the fact
that the engine volume was increased to 4.7 litres. The old 8CM cars were
not competitive any longer. At the end of the year Maserati abandoned all interest in Grand Prix racing
until the new 3 litre formula in 1938.
Bugatti tried to develop a light metal variant of the 59/50 with a 4.7 litre engine but still with an antique chassis and suspension.
Jean-Pierre Wimille continued as driver.
Maserati, now represented by Scuderia Torino, still raced the 4C-1500 but at Eifelrennen the new
Tipo 6CM was introduced. The car looked like a miniature of Maserati's V-8RI GP car with independent suspension and
streamlined body. The new car was not as strong as the ERA but with drivers like Scuderia Torino's Count Trossi and
Omobono Tenni the 6CM was a serious challenge the British cars and dominated the local Italian events.
Works team drivers were Raymond Mays, Marcel Lehoux, Earl Howe and Pat Fairfield. A further 7 ERA-B cars were sold to
private owners. Drivers included "B. Bira", Reggie Tongue and Greek driver Nicholas Embiricos.
After the 1935 successes 1936 was a troublesome season for the ERA drivers. The cars were unreliable and suffered
from poor preparation by the factory. The challenge from Maserati and Seaman's Delage was also surprisingly strong.
Giulio Ramponi, who prepared Richard Seaman's cars, persuaded the latter to change his ERA for Earl Howe's old Delage for the
1936 season, a maneuver that got more than one eyebrow to rise. The skillful Ramponi however knew what he was doing.
Lighted by 120 kg and with a new supercharger the old Grand Prix car that had won the 1927 World Championship once
again proved to be a winner, dominating the 1936 Voiturette season.
The main sources of information for the 1936 season has been Paul Sheldon: "A history of Grand Prix and Voiturette Racing, volume 3 (2nd ed)", Chris Nixon: "Racing the Silver Arrows", Peter Hull: "Alfa Romeo, a History"
David Venables: "The Racing Fifteen-Hundreds" and "First Among Champions", Georg C. Monkhouse: "Motor Racing with Mercedes-Benz" and "Mercedes-Benz Grand Prix Racing 1934-1955" and
Adriano Cimarosti: "The Complete History of Grand Prix Motor Racing".
For information about the cars I have had good use of Karl Ludwigsen: "Quicksilver Century", Peter Kirchberg: "Grand-Prix-Report Auto Union 1934 - 1939", Anthony Pritchard:
"Maserati a History", H.G. Conway: "Grand Prix Bugatti", Laurence Pomeroy: "The Grand Prix Car" , J. R. W Barker "ERA - A Concise History" and Doug Nye: "Autocourse History of the Grand Prix Car 1945 - 1965".
These books I consider to be standard litterature, used for most of the race accounts and I will usually not mention them especially for each race. However if some other book has been of special use for a particular race, it
has been mentioned at the end of that race account. See here for a more complete source list.
There are also the classic biografies like Alfred Neubauer: "Männer, Frauen und Motoren", Rudi Caracciola. "Meine Welt", Hermann Lang: "Von Rennmonteur zum Europameister",
Ludwig Sebastian: "Hinter drönenden Motoren" and Raymond Mays: "Split Seconds".
Also period magazines has been used as much as possible, especially the Swiss
"Automobil-Revue", the Italian "Il Littoriale" and British "Motor Sport". I'm greatly thankful for my friends at A6 for providing me with copies of those.
In addition to that come various Net resources, Discussion Groups, magazine articles, videos, YouTube etc.
AIACR EUROPEAN CHAMPIONSHIP TABLE
Brunnsjön - Hedemora (S), 26 January 1936
10 laps x 1.51 km (0.94 mi) = 15.1 km (9.4 mi)
Bjørnstad scores in the first race
The Nordic ice racing season took off with this minor ice sprint on lake Brunnsjön near the small city of Hedemora, 150 km northwest of Stockholm. The race was run for standard cars and for racing cars, each
divided into two classes, one for cars with over 2 litre engines and one for cars with engines under 2 litre. There were nine heats altogether. The overall result was based on the quickest race time,
regardless of the heat.
Several drivers took the opportunity to test their cars for the important Swedish Grand Prix, a month later.
The favorites were the Swede Widengren and the Norwegian Bjørnstad, both driving their own Alfa Romeo Monzas.
Bjørnstad showed for the first time his Alfa with dual rear wheels, which was a sensation. The wheels were custom-made in Italy, and each consisted of a single rim where upon two studded tires were mounted.
Swede Knut Gustav Sundstedt raced his old ex-Chiron Bugatti T35B (#4922) and Finnish driver Karl Ebb his huge Mercedes-Benz SSK that had been rebuilt for the 1936 season.
In the smaller class Helmer Carlsson raced the ex-Bjørnstad Bugatti (#4928) that had once won the 1929 Targa Florio with Albert Divo. Västerås Racer Kompani also entered their small Amilcars
(one light blue and one red) with Karl-Emil Rolander and Adolf Westerblom as drivers. Ivar Lind raced a 4 cylinder voiturette Bugatti (#37418) while Gunnar Thorsell did not appear.
|Heat 4 / Heat 7 in inverted order|
|Heat 5 / Heat 8 in inverted order|
|Heat 6 / Heat 9 in inverted order|
A brilliant sunny winter weather with 25 degrees below zero (-13° F) and an international start field with the best that the Nordic countries could provide
made the races immensely watchable for the Swedish racing fans.
The three first heats were for standard cars and total winner was Erik Olausson (Singer 1 litre) from "Mas" Harry Larsson (Plymouth) and Ivar Isacson (Ford V-8).
Thereafter the eight race cars, divided into three heats, got two opportunities to set the quickest race time. The grids vere inverted for the second attempt.
The cars pulled up such a cloud of snow and ice that visibility was very poor and it was almost impossible to make a pass.
In the sixth heat Bjørnstad immediately took the lead followed by Ebb and Widengren side by side.
Widengren pushed himself in front of Ebb but he was unable to do anything against Bjørnstad. At the finish Widengren's hands were so shaky they were hardly able to hold to the steering wheel.
Therefore Widengren was unable to better his time in the 9th heat, doing a miserable 11m14.2s while Bjørnstad was out of the game with a failing valve.
So, Bjørnstad won the overall race, perhaps thanks to his dual rear wheels. Helmer Carlsson sensationally managed to beat Widengren's time to finish second on aggregate results and he was quite unchallenged
in the small class.
Widengren in an interview: "Helmer did a fine race. Not that I think he can cause a sensation at Rämen - because his Bugatti is not fast enough - but it is sure and certain that he belongs to
the wise drivers and that he has a high quality driving technique. He deserves his beautiful success today."
|1.||Eugen Bjørnstad||E. Bjørnstad||Alfa Romeo||Monza||2.3||S-8||10||10m27.6s|
|2.||Helmer Carlsson||Västerås Racer Kompani||Bugatti||T35C||2.0||S-8||10||10m39.2s||+ 11.6s|
|3.||Per-Wiktor Widengren||P-W Widengren||Alfa Romeo||Monza||2.3||S-8||10||10m43.8s||+ 16.2s|
|4.||Knut Gustav Sundstedt||K-G. Sundstedt||Bugatti||T35B||2.3||S-8||10||10m44.3s||+ 16.7s|
|5.||Karl Ebb||K. Ebb||Mercedes-Benz||SSK||7.1||S-6||10||10m44.4s||+ 16.8s|
|6.||Adolf Westerblom||Västerås Racer Kompani||Amilcar||C6||1.1||S-6||10||11m19.9s||+ 52.3s|
|7.||Ivar Lindh||I. Lindh||Bugatti||T37A||1.5||S-4||10||11m25.6s||+ 58.0|
|8.||Karl-Emil Rolander||Västerås Racer Kompani||Amilcar||C6||1.1||S-6||10||12m03.2s||+ 1m35.6s|
Fastest lap: ?|
Winner's medium speed: 86.5 km/h (53.7 mph)
Weather: sunny, very cold
Primary sources researched for this article:|
Dagens Nyheter, Stockholm
Special thanks to:
the late Bengt Alsed
4-15 February 1936: After almost being trapped in the snow near St Gotthard the Auto Union team reaches Monza for winter tests.
The promising new junior driver Rudolf Heydel had a fatal accident.|
On the first day testing started about 3 p.m. with Rudolf Hasse and Hans Stuck doing some laps. Then Stuck gave over his car to Heydel who was to make 10 laps. Heydel made
the outlap and then a second lap at high speed. On the next lap he missed the braking in what is now known as the "Ascari chicane". The car slid to the left off the course
up the wooden edge through the bramble and then spun across to the right side of the track where it hit a 50 cm high concrete retaining wall upside down.
Heydel's death was instant as his head was crushed. The car continued spinning, throwing out the driver, and finally ended up in flames 10 meters right of the track 200 meters after the chicane with Heydel's
body 5 meters from the wreck.
The car was totally wrecked by fire.
Early 1936: Mercedes-Benz tested at Monza. Hermann Lang's practice nearly ended with a catastrophe as he was hit on the arm by a stone,
thrown upon the car by a kid.
6-16 February 1936: The Olympic Games were held in Garmish-Partenkirchen, Germany. Australian Voiturette driver Frederick McEvoy,
competing for Great Britain, wins a Bronze Medal in the four man bobsled race. Antonio Brivio also took part, finishing 12th in the two man bobsled and
10th in the four man bobsled. (Note 1)
Långforsen - Sala (S), 9 February 1936
? lap x ? ( mi) = 15 km (9.3 mi)
Widengren - Bjørnstad: 1 - 1
Two weeks after Hedemora the ice racing season continued, now 50 km closer to Stockholm, with a minor ice sprint on lake Långforsen outside the town of Sala. Again, as in Hedemora, the race was divided in
classes for cars under and over 2000cc engines.
The favourites were the Swede Widengren and the
Norwegian Bjørnstad, both driving their own Alfa Romeo Monzas.
A temperature of -12 degrees (10° F) and a cold northeasterly blizzard tried to scare away both the participants and the audience,
but 3,000 spectators, as well as the seasoned racing drivers, braved the elements.
This time Per-Wictor Widengren, in front of a home crowd, took revenge on Eugen Bjørnstad as well as on Helmer Carlsson. Bjørnstad was forced to retire with carburettor problems
while Carlsson again took the class victory and second place overall.
Primary sources researched for this article:|
Dagens Nyheter, Stockholm
Special thanks to:
the late Bengt Alsed
Hörken - Grängesberg (S), 16 February 1936
3 heats of 10 laps x 1.2 km (0.75 mi) = 12 km (7.5 mi)
Clash between Bjørnstad and Widengren
Next Sunday again it was time to measure forces, this time a bit westwards to the lake Southern Hörken near Grängesberg. For this event the racing cars were not divided into classes.
This time it was somewhat milder, about 8 degrees below zero, and around 8,000 people made their way out to the lake Southern Hörken.
Results (Heat 1)
|1.||Adolf Westerblom||Västerås Racer Kompani||Amilcar||C6||1.1||S-6||10||12m16.5s|
|DNF?||Karl-Emil Rolander||Västerås Racer Kompani||Amilcar||C6||1.1||S-6|
Fastest lap: ?|
Winner's medium speed: 58.7 km/h (36.4 mph)
Results (Heat 2)
|1.||Helmer Carlsson||Västerås Racer Kompani||Bugatti||T35C||2.0||S-8||10||11m34.6s|
|2.||Knut Gustav Sundstedt||K-G. Sundstedt||Bugatti||T35B||2.3||S-8||10||11m47.8s||+ 13.2s|
|3.||Emil Elo||E. Elo||Bugatti||T35C||2.0||S-8||10||12m53.0s||+1m18.4s|
Fastest lap: ?|
Winner's medium speed: 62.2 km/h (38.7 mph)
The much expected final heat, the "race of nations" between Swede Widengren, Norwegian Bjørnstad and Finn Ebb, was meant to be the high point of the competition.
Bjørnstad jumped the start and before the starter got time to stop the race and call the cars back for a restart Widengren had crashed into the snow wall in the first curve.
A furious Widengren claimed that Bjørnstad had pushed him out and it took some persuasion from the organizers before Widengren approved of taking part in the restart.
Ignoring the critisism Bjørnstad pushed himself into the lead again as the race started anew, whereupon Widengren called it a day and parked his car after just one lap.
Bjørnstad dominated the race and took the victory almost a minute in front of Ebb's SSK and by setting the fastest time of the day he also won the whole event.
Carlsson was second overall and Sundstedt third.
Results (Heat 3)
|1.||Eugen Bjørnstad||E. Bjørnstad||Alfa Romeo||Monza||2.3||S-8||10||11m04.3s|
|2.||Karl Ebb||K. Ebb||Mercedes||SSK||7.1||S-6||10||11m59.0s||+ 54.7s|
|DNF||Per-Wiktor Widengren||P-W Widengren||Alfa Romeo||Monza||2.3||S-8||1||parked the car|
Fastest lap: ?|
Winner's medium speed: 65.0 km/h (40.4 mph)
|1.||Eugen Bjørnstad||E. Bjørnstad||Alfa Romeo||Monza||2.3||S-8||10||11m04.3s|
|2.||Helmer Carlsson||Västerås Racer Kompani||Bugatti||T35C||2.0||S-8||10||11m34.6s||+ 30.6s|
|3.||Knut Gustav Sundstedt||K-G. Sundstedt||Bugatti||T35B||2.3||S-8||10||11m47.8s||+ 43.5s|
|4.||Karl Ebb||K. Ebb||Mercedes||SSK||7.1||S-6||10||11m59.0s||+ 54.7s|
|5.||Adolf Westerblom||Västerås Racer Kompani||Amilcar||C6||1.1||S-6||10||12m16.5s||+ 1m12.2s|
|6.||Emil Elo||E. Elo||Bugatti||T35C||2.0||S-8||10||12m53.0s||+1m48.7s|
Fastest lap: ?|
Winner's medium speed: 65.0 km/h (40.4 mph)
Weather: sub zero temperature, cold wind.
IV SVERIGES VINTER GRAND PRIX
Rämen (S), 23 February 1936
Class A: 8 laps x 46.5 km ( mi) + 1.3 km ( mi) start = 373.3 km ( mi)
Class B: 6 laps x 46.5 km ( mi) + 1.3 km ( mi) start = 280.3 km ( mi)
|Class A, Race cars:|
|1||Herbert Berg||H Berg||Mercedes-Benz||SSK||7.1||S-6|
|2||Eugen Bjørnstad||E. Bjørnstad||Alfa Romeo||Monza||2.3||S-8|
|3||Helmer Carlsson||Västerås Racer Kompani||Bugatti||T35C||2.0||S-8||DNS - connecting rod|
|4||Karl Ebb||K. Ebb||Mercedes-Benz||SSK||7.1||S-6|
|5||Emil Elo||E. Elo||Bugatti||T35C||2.0||S-8|
|6||László Hartmann||L. Hartmann||Maserati||8CM||3.0||S-8|
|7||Axel Johnsson||A. Johnsson||Bugatti||T43||2.3||S-8|
|8||Ivar Lindh||I. Lindh||Bugatti||T37A||1.5||S-4|
|9||Karl-Emil Rolander||Västerås Racer Kompani||Amilcar||C6||1.1||S-6|
|10||Per-Helmer Stolz||P-H. Stolz||Bugatti||T38A||2.0||S-8|
|11||Knut Gustav Sundstedt||K-G. Sundstedt||Bugatti||T35B||2.3||S-8|
|12||Adolf Westerblom||Västerås Racer Kompani||Amilcar||C6||1.1||S-6|
|14||Per-Wiktor Widengren||P-W Widengren||Alfa Romeo||Monza||2.6||S-8||DNS - bronchitis|
|Gunnar Thorsell||G. Thorsell||Stutz||DNA - did not appear|
|Nils Falkenberg||N. Falkenberg||Miller||DNA - did not appear|
|Class B, Standard cars:|
|15||Axel Boström||A. Boström||Plymouth|
|16||Erik Castenschiold||E. Castenschiold||Terraplane||3.5|
|17||Franklin Eck||F. Eck||Ford||V-8|
|18||John Forsberg||J. Forsberg||Ford||V-8|
|19||Lyder Grönneberg||L. Grönneberg||B.M.W.||2.1|
|20||Paul von Guilleaume||P. von Guilleaume||Adler|
|21||Folke Hell||F. Hell||Plymouth|
|22||Svein Helling||S. Helling||B.M.W.||2.1|
|23||Axel Larsson||A. Larsson||Dodge||3.6|
|24||Carl-Gustav Johansson||C-G. Johansson||Ford||V-8|
|25||Nils Johansson||N. Johansson||Ford||V-8|
|26||Thure Johansson||T. Johansson||Ford||V-8|
|27||Åke Johansson||Å. Johansson||Hupmobile||4.0|
|28||Harry Larsson||Harry Larsson||Plymouth|
|29||Erik Olaussen||E. Olaussen||Singer||1.0|
|30||Anders Olsson||A. Olsson||Graham||4.4|
|31||Gunnar Olsson||G. Olsson||Ford||V-8|
|32||Martin Strömberg||M. Strömberg||Plymouth|
|33||Peter Orssich||P. Orssich||Adler|
|34||Hans Pahl||H. Pahl||Terraplane|
|35||Rudolf Sauerwein||R. Sauerwein||Adler|
|36||Sven Servais||S. Servais||Ford||V-8|
|37||Johan Skarp||J. Skarp||Plymouth|
|38||Ivar Skeppstedt||I. Skeppstedt||Plymouth|
|39||Ragnar Sundqvist||R. Sundqvist||Ford|
|40||Knut Gustav Svedberg||K-G. Svedberg||Chevrolet|
|41||Werner Svensson||W. Svensson||Terraplane||3.5|
|42||Asser Wallenius||A. R. Wallenius||Ford|
|43||Erik Westerberg||E. Westerberg||Plymouth|
After a two year pause the Swedish winter GP was back to once again be held in the woods near the frozen lake Rämen, with the start on the lake itself.
New railway tracks had been laid out for 25 extra trains bringing spectators. Remembering the accident at Vram 1933 K.A.K. had made changes and improvements to get the event more safe.
The event was divided into two classes, a standard car class for stock cars costing no more than 9,000 SKr and a racing class.
The 29 standard cars raced six laps, the 11 racing cars started 20 minutes behind the standard cars and raced eight laps.
In the stock car class, apart from the Swedish entries there were Lyder Grönneberg & Svein Helling from Norway, Asser Wallenius from Finland, Erik Castenschiold & Hans Pahl from
Denmark and Paul von Guilleaume, Peter Orssich & Rudolf Sauerwein from Germany. The German Adlers recieved a lot of attention before the race and there were much discusson if they were
legal to take part as stock cars or not.
Unfortunately on Sunday morning the racing class favourite Widengren had 40° fever and bronchitis and was stringly forbidden by the doctor even to consider to take part in the race.|
Just as at Vram 1933 there was a multiple crash on the first lap involving some ten standard cars but luckly this time there was no injuries apart from von Guilleaume having a bleeding nose.
The incident started when a driver, trying to close a not properly locked car door got the door fully open by mistake and the car spun in the middle of the field.
Anders Olsson in a supercharged Graham was the winner of the standard class.
In the racing class Norwegian driver Bjørnstad totally dominated the race. Bjørnstad's Alfa Romeo Monza had been converted to a
single-seater and he was using twin rear wheels for the ice race. Second was Finnish driver Ebb and third Swede Johnsson with a Bugatti.
The race proved to be an economic failure with only 30,000 spectators against some 80,000 - 100,000 during the earlier years.
|Class A, Race cars:|
|1.||2||Eugen Bjørnstad||E. Bjørnstad||Alfa Romeo||Monza||2.3||S-8||8||3h46m00s|
|2.||4||Karl Ebb||K. Ebb||Mercedes-Benz||SSK||7.1||8||3h51m52s||+ 5m52s|
|3.||7||Axel Johnsson||A. Johnsson||Bugatti||T43||2.3||8||3h57m42s||+ 11m42s|
|4.||8||Ivar Lindh||I. Lindh||Bugatti||T37A||1.5||S-4||8||4h23m37s||+ 37m37s|
|5.||11||Knut Gustav Sundstedt||K-G. Sundstedt||Bugatti||T35B||2.3||S-8||8||4h31m38s||+ 45m38s|
|6.||9||Karl-Emil Rolander||Västerås Racer Kompani||Amilcar||C6||1.1||8||4m32m45s||+ 46m45s|
|7.||5||Emil Elo||E. Elo||Bugatti||8||4h38m55s||+ 52m55s|
|DNF||10||Per-Helmer Stolz||P-H. Stolz||Bugatti||7|
|DNF||1||Herbert Berg||H Berg||Mercedes-Benz||4|
|DNF||12||Adolf Westerblom||Västerås Racer Kompani||Amilcar||C6||1.1||3||axle|
|DNF||6||László Hartmann||L. Hartmann||Maserati||1|
Fastest lap: Eugen Bjørnstad (Alfa Romeo) in 26m15s = 106.3 km/h (66.0 mph)|
Winner's medium speed: 99.1 km/h (61.6 mph)
|Class B, Standard cars:|
|1.||30||Anders Olsson||A. Olsson||Graham|| || || ||6||3h11m19s|| |
|2.||24||Carl-Gustav Johansson||C-G. Johansson||Ford||V-8||6||3h13m27s?||+ 2m08s|
|3.||23||Axel Larsson||A. Larsson||Dodge|| || || ||6||3h17m06s||+ 5m47s|
|4.||38||Ivar Skeppstedt||I. Skeppstedt||Plymouth|| || || ||6||3h21m24s||+ 10m05s|
|5.||43||Erik Westerberg||E. Westerberg||Plymouth|| || || ||6||3h21m54s||+ 10m35s|
|6.||17||Franklin Eck||F. Eck||Ford||V-8||6||3h21m56s||+ 10m37s|
|7.||28||Harry Larsson||Harry Larsson||Plymouth|| || || ||6||3h23m15s||+ 11m56s|
|8.||26||Thure Johansson||T. Johansson||Ford||V-8||6||3h24m04s||+ 12m45s|
|9.||37||Johan Skarp||J. Skarp||Plymouth|| || || ||6||3h25m05s||+ 13m46s|
|10.||18||John Forsberg||J. Forsberg||Ford||V-8||6||3h25m44s||+ 14m24s|
|11.||31||Gunnar Olsson||G. Olsson||Ford||V-8||6||3h26m01s||+ 14m42s|
|12.||42||Asser Wallenius||A. R. Wallenius||Ford|| || || ||6||3h27m55s||+ 16m36s|
|13.||27||Åke Johansson||Å. Johansson||Hupmobile|| || || ||6||3h28m17s||+ 16m58s|
|14.||34||Hans Pahl||H. Pahl||Terraplane|| || || ||6||3h30m00s||+ 28m41s|
|15.||39||Ragnar Sundqvist||R. Sundqvist||Ford|| || || ||6||3h36m04s||+ 24m45s|
|16.||32||Martin Strömberg||M. Strömberg||Plymouth|| || || ||6||3h40m29s||+ 29m10s|
|17.||16||Erik Castenschiold||E. Castenschiold||Terraplane|| || || ||6||3h41m23s||+ 30m04s|
|18.||29||Erik Olaussen||E. Olaussen||Singer|| || || ||6||3h48m35s?||+ 37m16s|
|19.||21||Folke Hell||F. Hell||Plymouth|| || || ||6||4h03m13s?||+ 51m54s|
|20.||25||Nils Johansson||N. Johansson||Ford||V-8||6||4h08m24s||+ 57m05s|
|21.||41||Werner Svensson||W. Svensson||Terraplane|| || || ||6||4h11m29s||+ 1h00m10s|
|DNF||36||Sven Servais||S. Servais||Ford||V-8||4|| || |
|DNF||15||Axel Boström||A. Boström||Plymouth|| || || ||0||crash|| |
|DNF||19||Lyder Grönneberg||L. Grönneberg||B.M.W.|| || || ||0||crash|| |
|DNF||20||Paul von Guilleaume||P. von Guilleaume||Adler|| || || ||0||crash|| |
|DNF||22||Svein Helling||S. Helling||B.M.W.|| || || ||0||crash|| |
|DNF||33||Peter Orssich||P. Orssich||Adler|| || || ||0||crash|| |
|DNF||35||Rudolf Sauerwein||R. Sauerwein||Adler|| || || ||0||crash|| |
|DNF||40||Knut Gustav Svedberg||K-G. Svedberg||Chevrolet|| || || ||0||crash|| |
Fastest lap: |
Winner's medium speed:
Primary sources researched for this article:|
Dagens Nyheter, Stockholm
Motor Sport, London
NORGES GRAND PRIX
Gjersjøen (N), 8 March 1936
20 laps x 3 km (1.86 mi) = 60 km? (37.3 mi)
A home victory for Bjørnstad
For the fourth year in a row KNA planned to move the race away from Gjersjøen, this time to Semsvannet near Asker, SW of Oslo. But even here the
ice quality was bad and finally the race was moved back to Gjersjøen and held almost a month later than usually.
After a 15 km race for standard and a 30 km race for sports cars had been held the five race cars finally were pushed to their grid positions and sent off.
Yet again it became a fierce fight between Widengren and Bjørnstad but on the 4th lap the Swedish driver was off. He was unable to continue due to a broken gas
pedal and that meant the end of the excitement as Bjørnstad could dominate the rest of the race over Carlsson.
So the 25000 spectators were finally able to see Bjørnstad take a home victory.
|1.||Eugen Bjørnstad||E. Bjørnstad||Alfa Romeo||Monza||2.3||S-8||20||34m39.5s|
|2.||Helmer Carlsson||H. Carlsson||Bugatti||T35C||2.0||S-8||20||38m36.5s?||+ 3m57.0s|
|DNF||Per-Wiktor Widengren||P-W Widengren||Alfa Romeo||Monza||2.3||S-8||4||throttle|
|DNF||Ivar Lindh||I. Lindh||Bugatti||T37A||1.5||S-4||engine|
|DNF||Knut Gustav Sundstedt||K-G. Sundstedt||Bugatti||T35B||2.3||S-8||engine|
Fastest lap: Per-Wiktor Widengren (Alfa Romeo) in lap 4 in 1m38.2s = 110.0 km/h (68.3 mph)|
Winner's medium speed: 103.9 km/h (64.5 mph)
March 1936: Achille Varzi went to hospital to finally have his troublesome appendix removed.
14 March 1936: The B.A.R.C. Opening Meeting was held at Brooklands.|
Handicap races were won by Charles Follet (Alvis 2.7 litre), Miss Summers (Marendaz Special 2 litre),
A. C. Kelway (Bugatti), A. M. Leitch (Bugatti 1.5 litre), D. L. Briault (Alta 1.1 litre), A. Baron (Bugatti 1.5 litre) and A. Ashton-Rigby (M.G. 1.1 litre).
14-19 March 1936: Auto Union tests the new car at Monza. On 16 March Bernd Rosemeyer is fit enough from his illness for his first tests.
Late March 1936: Mercedes-Benz tests at Monza as well. A pheasant is hit by Rudolf Caracciola's car, bending the radiator and touching the windscreen.
4 April 1936: Richard Seaman (Maserati 8CM 2.7 litre) wins the British Empire Trophy handicap race at Donington Park, England.
5 April 1936: Antonio Brivio / Carlo Ongaro (Alfa Romeo 8C 2900A spyder) wins the Mille Miglia sports car race in Italy. (Results)
9 April 1936: Hans Stuck (Auto Union) wins the La Turbie hillclimb in France.
VIII GRAND PRIX DE MONACO
Circuit de Monaco (MC), 13 April 1936 (Monday)
100 laps x 3.180 km (1.976 mi) = 318.0 km (19.6 mi)
Regenmeister Caracciola wins the wet Monaco Grand Prix
by Hans Etzrodt
The entire race was held under almost steady rain showers on a very wet circuit. As a result, the winner's average speed of only 83.2 km/h was less than the 84.8 km/h of the first race in 1929. On the first lap,
Tadini (Alfa Romeo) scattered oil around the entire circuit, causing a multiple pile-up at the chicane, affecting five drivers. Nuvolari (Alfa Romeo) passed the leader Caracciola (Mercedes-Benz) on lap ten, to
lead by a few seconds. Both were mastering the wet circuit, and were followed with a gap of 40 seconds by the third placed Varzi (Auto Union) after 10 laps and 68 seconds after 20 laps. When the rain increased
again on lap 28, Caracciola passed Nuvolari and built a 15 second lead within 3 laps, 53 seconds by lap 40, and 81 seconds by lap 50. Caracciola never stopped while everyone else stopped at least once. Varzi
finished second with his teammate Stuck third, followed by Nuvolari and Brivio with Farina co-driving the Alfa Romeo. Wimille (Bugatti) finished sixth, leading Sommer (Alfa Romeo), Ghersi (Maserati) and Williams
(Bugatti). Chiron, Farina, Brivio and von Brauchitsch retired at the second lap chicane crash site while Fagioli spun and stalled on lap 9 when a chicane course worker accidentally threw sand in his face.
Rosemeyer who had held third place on lap two, crashed his Auto Union on lap 13 but was unhurt and neither were any of the other drivers.
The Monaco Grand Prix was held on Easter Monday, April 13 for the eighth time. As usual, the race was over 100 laps of the 3.18 km circuit, a total of 318 km. It was the first big race of the year which counted
towards the European Championship and the entry was the best that Monaco had ever seen, although limited to 20 cars. For the first time a race for small cars up to 1500 cc was held on the Saturday before the main
event, racing for the Coupe du Prince Rainier, over 50 laps, a total of 159 km. Unlike the previous seven races, since its existence, the Grand Prix de Monaco was held in pouring rain. The flooded track made driving
on this already difficult circuit more demanding. The wet weather in fact favored the slower cars so that the suspense before the race grew immensely.
Daimler-Benz arrived with five cars. The 1935 European Champion Rudolf Caracciola and Louis Chiron had been assigned the latest clean looking, short wheelbase 1936 Mercedes-Benz W25K. These cars were lower and shorter
than the 1935 cars, with the exhaust pipe down at ground level below the rear axle and fitted with new 4.74-liter ME25 engines, delivering 453 hp. Luigi Fagioli and Manfred von Brauchitsch both drove earlier interim
long wheelbase 1935 W25 models with high placed exhaust pipe and 4.31-liter M25C engines of 402 hp. The new Mercedes reserve driver, Hermann Lang practiced with an interim 1936 Mercedes-Benz W25 training car.
Auto Union entered the Monaco Grand Prix for the first time arriving with four cars for Hans Stuck, Achille Varzi, Bernd Rosemeyer and a training car for reserve driver, Ernst von Delius. The 16-cylinder engines had
been further enlarged for 1936 from 5-liter to a 6-liter capacity, now producing 520 hp at 5000 rpm.
Scuderia Ferrari appeared with four 8C-35 Alfa Romeo's with 3.8-liter 330 hp engines, which had been introduced at the previous year's Italian Grand Prix, for Tazio Nuvolari (1932 winner), Antonio Brivio, Giuseppe Farina
and Mario Tadini his first time here. Carlo Pintacuda acted as the reserve driver. Raymond Sommer also drove an Alfa Romeo but his own old 2.9-liter Type B, which was an independent entry.
During practice a monoposto Bugatti showed up for the first time, a long tail T59 GP car with streamlined radiator cowling, an oil cooler below and a new Type 50B, 4.7-liter 370 hp engine. Jean-Pierre Wimille preferred
the proven older 3.3-liter 240 hp T59 Bugatti for the race and "Williams", the 1929 winner, drove a similar car.
Count Felice Trossi's front-wheel-drive Trossi Special failed to make its promised appearance, as the car was not yet ready. The car was fitted with a 4.0-liter Zoller-twin-supercharged radial 16-cylinder two-stroke
air-cooled engine, producing 250 hp at 6,000 rpm. Trossi, had resigned from the Scuderia Ferrari, and now drove a Maserati V8RI, which had been destined for Laszlo Hartmann who did not appear. Trossi was entered by
Scuderia Torino together with Pietro Ghersi and Eugenio Siena who drove the older 6C-34 Maseratis with 3.7-liter 270 hp engines. Philippe Etancelin, winner at Pau six weeks earlier arrived with the latest Maserati V8RI
model with a 4.8-liter 320 hp engine.
Thursday, the first practice day, began at 5:45 AM until 7:45 AM with the first hour limited to the 1500 cc cars, which were introduced for the first time this year. Nobody in Monte Carlo needed an alarm clock this morning.
Heavy rain showers slowed the cars down and Zehender with the Maserati set the fastest time in 2m16s.
At 6:45 AM the Grand Prix cars entered the circuit at which time the rain started to fall heavier. Stuck and Rosemeyer were fastest in the Auto Unions and completed laps in 2m09s equivalent to 88.744 km/h. They were followed
by Caracciola and Chiron in the new low Mercedes-Benz cars doing laps in 2m10s, a time also achieved by Farina in the Alfa Romeo. Varzi, Brauchitsch, Trossi and Brivio lapped in 2m13s. The other drivers were even slower.
Wimille and Williams arrived late with their Bugatti racecars and only did a few laps. Wimille's best time was 2m17s and Williams 2m28s. Siena and Ghersi were present but their Maseratis had so far not arrived. Nuvolari
was not yet present due to his son Giorgio being sick. The first withdrawals were announced. Hartmann did not appear and Trossi's radial-engined car, which was due to be driven by Aymini, was not going to start because
of a broken supercharger.
After Thursday morning's practice, Stuck, Wimille and Sommer had driven to nearby Nice to contest the 6.3 km Turbie Hill climb. Stuck with the Auto Union Training car won in 3m39.8s, ahead of Wimille (Bugatti) in 3m43.4s
and Sommer (Alfa Romeo) in 3m53.2s. Here are Thursday's Monaco practice times and the number of laps driven:
|Stuck (Auto Union)||2m09s - 17 laps|
|Rosemeyer (Auto Union)||2m09s - 20|
|Caracciola (Mercedes-Benz)||2m10s - 19|
|Chiron (Mercedes-Benz)||2m10s - 19|
|Farina (Alfa Romeo)||2m10s - 18|
|Varzi (Auto Union)||2m12s - 19|
|Brivio (Alfa Romeo)||2m13s - 14|
|Trossi (Maserati)||2m13s - 12|
|Brauchitsch (Mercedes-Benz)||2m13s - 19|
|Fagioli (Mercedes-Benz)||2m17s - 13|
|Wimille (Bugatti)||2m17s - 5|
|Sommer (Alfa Romeo)||2m18s - 13|
|Tadini (Alfa Romeo)||2m22s - 12|
|Etancelin (Maserati)||2m23s - 13|
|Williams (Bugatti)||2m28s - 8|
Friday practice again began at 5:45 AM until 7:45 AM but this time with a cloudless sky and a bone-dry race course. The small cars started first and the fastest driver was Earl Howe in an ERA in 2m04s, equal to 92 km/h average
After the first hour the Grand Prix cars took to the track. There was a busy time with practically all the drivers practicing, putting in some good times on a dry course. The fastest laps were produced by Caracciola and Farina
in 1m56s, which was faster than the existing lap record of Fagioli in 1m58.4s. Altogether there were seven drivers who beat Fagioli's old record. Etancelin encountered fuel supply problems with his new Maserati, in which he
had won at Pau and was only able to fix his car after practice. Pintacuda, the assigned Scuderia Ferrari reserve driver, also drove a few laps. Friday's best practice times and the number of laps driven were as follows:
|Caracciola (Mercedes-Benz)||1m56s - 17 laps|
|Farina (Alfa Romeo)||1m56s - 17|
|Varzi (Auto Union)||1m57s - 20|
|Stuck (Auto Union)||1m57s - 9|
|Chiron (Mercedes-Benz)||1m57s - 17|
|Rosemeyer (Auto Union)||1m58s - 13|
|Brivio (Alfa Romeo)||1m58s - 13|
|Trossi (Maserati)||1m59s - 10|
|Fagioli (Mercedes-Benz)||1m59s - 14|
|Brauchitsch (Mercedes-Benz)||2m00s - 19|
|Tadini (Alfa Romeo)||2m00s - 18|
|Wimille (Bugatti)||2m02s - 11|
|Williams (Bugatti)||2m05s - 22|
|Pintacuda (Alfa Romeo)||2m05s - 4|
|Etancelin (Maserati)||2m14s - 5|
Saturday practice for the Grand Prix cars took place from 1:30 to 2:30 PM, prior to the race for 1.5-liter cars later in the afternoon. During the beautiful but windy weather with blue skies all the top drivers improved their
times once again. Stuck was the fastest Auto Union driver with 1m54.3s. Caracciola improved upon that with a time of 1m54s. Nuvolari, who was troubled by the condition of his very sick 17-year old son Giorgio, practiced for
the first time and placed his Alfa on the first row of the grid with 1m53.7s. Next Chiron in the second Mercedes-Benz improved that with a time of 1m53.2s, at an average of 101.131 km/h. The new Mercedes reserve driver
Hermann Lang had also done some good practice times in the interim 1936 Mercedes-Benz W25 training car. The Auto Union reserve driver Ernst von Delius practiced on Saturday and hit the sand bags at the exit of the chicane
at the Quai de Plaisance. His Auto Union turned over and landed on its back. Delius received light head injuries and was taken by motor boat to a waiting ambulance at another harbor pier, then driven to hospital.
Nuvolari, who had been following the German very closely, could not avoid Delius way and ran into the Auto Union, breaking the starting handle of the Alfa Romeo. The best practice times of Saturday were:
|Nuvolari (Alfa Romeo)||1m53.7s|
|Stuck (Auto Union)||1m54.3s|
|Rosemeyer (Auto Union)||1m55.2s|
|Varzi (Auto Union)||1m56.1s|
|Farina (Alfa Romeo)||1m57.0s|
|Tadini (Alfa Romeo)||2m00.2s|
|Brivio (Alfa Romeo)||2m02.2s|
|Sommer (Alfa Romeo)||2m03.3s|
Easter Sunday was rest day with a bright blue sky, but on Easter Monday, shortly after 1:00 PM the starting grid was formed in pouring rain. Chiron, in his first race for Mercedes, had made the fastest practice time in
1m53.2s and qualified on pole. With all 18 cars on the grid, a mechanic noticed that Brivio's Alfa Romeo was leaking a lot of oil, so in a big rush the driver was transferred to Tadini's Alfa, No. 28, while the unfortunate
Tadini was forced into Brivio's stricken car, No. 26. This change is reflected in this final lineup below.
|* Swapped cars|
The clouds were still low but the rain had momentarily stopped at the fall of the flag at 1:30 p.m. Caracciola had the best start and pulled slightly ahead of the red Alfa but a few seconds later Nuvolari caught up with
the Mercedes by late braking for the apex of the first corner and edged into the lead ahead of Caracciola, followed by Chiron and Stuck already 15 to 20 meters behind, as they went up the hill to the Casino. The Auto Unions
of Stuck and Rosemeyer in the second row were joined by Varzi's hard accelerating Auto Union from row three. At the very wet level sections, where the water did not drain off as quickly, the cars trailed large fountains
of water on a soaking wet circuit, making visibility difficult for the drivers. The last car to leave the starting grid was Tadini in Brivio's Alfa Romeo, leaving a trail of oil all around the circuit. When he slowed
at the entrance to the Chicane his car lost even more oil, which proved to be the undoing of several drivers that were to follow. The stricken Alfa of Tadini eventually stopped in the pits at the end of its first lap
The question of why the Scuderia Ferrari carried out the Brivio/Tadini driver exchange at the last moment in full awareness of a serious leak before the start had not been answered. The start of this Alfa Romeo seemed
irresponsible towards all other drivers because not only did this car cause a mass crash but it could also have caused serious or even fatal injuries. A decision on this issue had never been disclosed by the international
racing court of justice. AAZ reported that Tadini was told to do one slow lap in order not to lose the starting money. By spilling his oil, this lap cost the race of five other drivers and Daimler-Benz alone lost three
of their cars.
After the exciting start, Nuvolari was not the first who arrived at the harbor but the loud screaming silver Mercedes of Caracciola who was first to exit the tunnel during the first lap, very closely followed by the red
Alfa of Nuvolari. Both had already pulled away from the rest at an incredibly exciting pace and accelerated up the hill to the Casino, Nuvolari just two or three meters behind. Next arrived the field led by Chiron and
Rosemeyer with a gap to Varzi, Fagioli, Stuck, Farina, Brivio, Brauchitsch, and the rest.
On their second lap, Caracciola and Nuvolari both lapped the crawling, oil-losing Alfa of Tadini before he lost more oil at the entrance to the chicane at the Quai de Plaisance. The wet road glistened in the rain and
the following drivers could not differentiate between the shiny oil and the reflecting pools of water. When Chiron arrived, he hit the slippery oil before the chicane and slid straight through the barrier into the
sandbags with very minor damage to the front of his car. Rosemeyer who followed very close behind the Mercedes went through without a problem, as did Varzi, Fagioli and Stuck. But the next car, Farina's Alfa, crashed
head-on into the barrier next to Chiron's stranded car and then Brivio in Tadini's car drove into the right of the barrier, but re-joined the race later on. Brauchitsch, who arrived next, buried his Mercedes' nose in
the tail of Farina's Alfa with the chicane now almost blocked. Trossi in the Maserati came to a stop in the middle of the broken down barrier without damaging his car, lost time and re-joined the race. On the next lap
Rosemeyer had a dangerous looking spin exiting the chicane but hit nothing. Finally, Siena's Maserati arrived at the chicane where he stopped and retired his car. Fortunately, nobody was hurt. Chiron's Mercedes was
actually drivable but could not be restarted.
Caracciola had pulled away from Nuvolari, Rosemeyer, Varzi, Stuck and Fagioli. In the following laps, Nuvolari came ever closer to Caracciola until they battled for first place to the excitement of the many Italians
present whose only hope was their daring Nuvolari. It was obvious that the Italian made up ground with his rapid passes through the semi-blocked chicane, which was busy with circuit workers while Caracciola passed this
area more cautiously. During this exciting melee it took the course workers some laps to remove the damaged cars, while others were trying to remove the oil puddle with gasoline to dissolve the oil, also scattering and
On lap six, Rosemeyer stopped at his pit because the engine ran too high on deceleration. His mechanic, Ludwig Sebastian, made a carburetor adjustment but the stop had taken 40 seconds and elevated Varzi into third
position followed by Stuck. In the following laps, Rosemeyer made up a lot of time attempting to catch the leaders. Fagioli, who had made a good start from tenth place and worked himself up to sixth position, received
'speed up' signals from team manager Neubauer. The Italian then made up ground on the Auto Unions but on lap nine, Fagioli skidded into the wall at the chicane's exit and retired the third Mercedes. It was not entirely
his fault. As he had passed the clean-up activity at the Chicane, an inattentive course worker who was sprinkling the oil spill with sand, accidentally threw a handful in Fagioli's face causing the Italian to lose
control, spin and stall the car.
During the tenth lap, Nuvolari caught up with Caracciola going up the hill towards the Casino. The Italian was anxious to get out of the German's spray, and the next time they passed the grandstand, the excitement of
the crowd was indescribable because Nuvolari was in the lead with Caracciola right behind him causing great jubilation amongst the many Italians; "Il passato!" filled the air. After the retirements of Tadini, Chiron,
Farina, von Brauchitsch, Siena and Fagioli, the field was severely reduced to 12 cars on lap 10 when the order was as follows:
|1.||Nuvolari (Alfa Romeo)||25m04.8s|
|3.||Varzi (Auto Union)||25m45.2s|
|4.||Stuck (Auto Union)|
|5.||Rosemeyer (Auto Union)|
|7.||Brivio (Alfa Romeo)|
|9.||Sommer (Alfa Romeo)|
On lap 12, Brivio stopped his Alfa Romeo, which actually was Tadini's number 28, for his teammate Farina to take over. On lap 13, while trying to catch up with the leaders going up the hill, Rosemeyer skidded sideways
in the Massenet turn before the Casino gardens, jumped the curb and the Auto Union slid backwards into the stone balustrade where the car's tail punched a hole through but stopped before plunging down the cliff. Rosemeyer
picked up a vase-shaped stone baluster broken off by his car and returned to the pits, grinning with this latest trophy.
The order on lap 14 was: Nuvolari, Caracciola, Varzi, Stuck and Wimille followed by the already lapped cars of Trossi, Farina/Brivio, Sommer, Etancelin and the others. The next laps were a demonstration by two Giants
doing battle. Nuvolari in the lead, sliding through the corners, his head down and elbows out, closely followed by the German who could not keep up any longer and let Nuvolari pull away, by about one second per lap.
The German's cornering technique was to go into the corner very fast but to accelerate later because even that way he slid dangerously through the corner. Nuvolari took the corners in a narrower angle than their curvature
suggested, thus visualizing the path of the sliding car. It was interesting to see that Farina took the corners in the same style.
Nuvolari was evidently in his element as he pulled away and by lap 18, he led Caracciola by a few seconds while the gap to Varzi's Auto Union in third place was over one minute with Stuck close behind. Nuvolari was the
first driver to get down to a lap of 2m20s. Both Auto Unions were relatively slow through the turns and started to accelerate only after the car had straightened itself after the corner. They displayed a restrained
cornering technique, the cause being most likely the heavy rear part of the car. The Varzi and Stuck duo of Auto Unions turned their laps regularly like Siamese twins. At the end of 20 laps Nuvolari led at 77.957 km/h
average speed with the field in the following order:
|1.||Nuvolari (Alfa Romeo)||48m57.0s|
|3.||Varzi (Auto Union)||50m09.2s|
|4.||Stuck (Auto Union)||50m12.0s|
|6.||Trossi (Maserati)||51m49.9s||- 1 lap|
|7.||Farina/Brivio (Alfa Romeo)||52m08.6s||- 1 lap|
|8.||Sommer (Alfa Romeo)||52m30.5s||- 1 lap|
|9.||Ghersi (Maserati)||54m16.7s||- 2 laps|
After 20 laps Nuvolari's lead to Caracciola shrunk to just three seconds on lap 25. Nuvolari battled desperately, but unrelentingly Caracciola drew closer. When the slight rain changed into a downpour on lap 27, the
German passed Nuvolari at the Gasometer hairpin after he had just established a new fastest lap of 2m19s. Caracciola now put the hammer down, determined to pull away and put some distance between himself and Nuvolari
under the worst conditions. Each lap he drove faster as he became more familiar with the difficult sections of the slippery circuit. During some laps, it was clearly visible in one corner how Caracciola started to
accelerate always a few yards earlier and that way increased his advantage. A few laps later Stuck, who had been behind Varzi for all those laps, passed him and pulled away. Farina gained steadily and by lap 30 was in
sixth place behind Wimille's Bugatti. While Trossi retired his Maserati on lap 29 with a broken distributor drive, Etancelin was struggling in eighth place. After 30 laps Caracciola led at 78.997 km/h average speed with
the field in the order below.
|2.||Nuvolari (Alfa Romeo)||1h12m42.7s|
|3.||Varzi (Auto Union)||1h14m09.3s|
|4.||Stuck (Auto Union)||1h14m13.8s|
|5.||Wimille (Bugatti)||1h15m47.1s||- 1 lap|
|6.||Farina/Brivio (Alfa Romeo)||1h16m42.1s||- 1 lap|
|7.||Sommer (Alfa Romeo)||1h17m42.6s||- 1 lap|
|8.||Etancelin (Maserati)||- 2 laps|
|9.||Williams (Bugatti)||- 2 laps|
|10.||Ghersi (Maserati)||- 2 laps|
On lap 37, Etancelin hit a curb and bent a wheel, simultaneously splitting his fuel tank. In no time he ran out of fuel after his Maserati had lost most of it and then he stopped at the pits to retire. The field was
now reduced by half prior to mid-race. At the end of 40 laps Caracciola led at an average speed of 79.666 km/h with the field in this order:
|2.||Nuvolari (Alfa Romeo)||1h36m40.8s|
|3.||Stuck (Auto Union)||1h37m46.1s|
|4.||Varzi (Auto Union)||1h37m55.6s|
|5.||Wimille (Bugatti)||1h40m07.0s||- 1 lap|
|6.||Farina/Brivio (Alfa Romeo)||1h41m25.0s||- 1 lap|
|7.||Sommer (Alfa Romeo)||- 1 lap|
|8.||Ghersi (Maserati)||- 4 laps|
|9.||Williams (Bugatti)||- 4 laps|
By now, the circuit had been washed clean by the unrelenting rain and the road had lost its slipperiness of the beginning so that lap speeds came down. Caracciola lowered the fastest lap to 2m16s at 84.176 km/h
average speed, which was equaled by Stuck. The gap between Nuvolari in second place and Stuck diminished continuously. Varzi drove a few record laps to catch Stuck, a fast one in 2m15s and then one in 2m14.4s at
85.178 km/h. Despite Varzi's record laps, he only made up 3 seconds on Stuck between laps 40 and 50. By half distance, Caracciola led at an average speed of 80.494 km/h. He was over half a lap ahead of Nuvolari
by 1m21.5s, Stuck by 2m01.8s, followed by Varzi and the rest in the following order after 50 laps:
|2.||Nuvolari (Alfa Romeo)||1h59m52.6s|
|3.||Stuck (Auto Union)||2h00m32.9s|
|4.||Varzi (Auto Union)||2h00m38.3s|
|5.||Wimille (Bugatti)||2h03m47.6s||- 1 lap|
|6.||Farina/Brivio (Alfa Romeo)||- 2 laps|
|7.||Sommer (Alfa Romeo)||- 2 laps|
|8.||Ghersi (Maserati)||- 5 laps|
|9.||Williams (Bugatti)||- 6 laps|
The two Auto Unions were now under pressure from the approaching Caracciola who was just 100 meters behind, yet a pass by the Mercedes did not happen. Both, Stuck and Varzi raised their pace and on lap 56 Stuck
had caught up with Nuvolari. Stuck eliminated a deficit of 40 seconds in only 6 laps. On the following lap Stuck passed the red Alfa, who in turn stopped on lap 58 for 15 seconds to refuel because his car had become too
light at the back. By the time Nuvolari's Alfa Romeo rejoined the battle, Varzi had advanced to third place and Nuvolari was put down one lap by Caracciola. Varzi, who had been fairly close to Stuck throughout the race,
was now 15 seconds behind. At the end of 60 laps the German led at 81.127 km/h average speed. Only he, Stuck and Varzi were on the same lap, all others had fallen behind in this order:
|2.||Stuck (Auto Union)||2h22m48.2s|
|3.||Varzi (Auto Union)||2h23m03.5s|
|4.||Nuvolari (Alfa Romeo)||2h23m52.0s||- 1 lap|
|5.||Wimille (Bugatti)||- 1 lap|
|6.||Farina/Brivio (Alfa Romeo)||- 2 laps|
|7.||Sommer (Alfa Romeo)|
During the last third of the race, lap speeds came down again because Stuck had raised his pace and actually drove slightly faster than the leader Caracciola. In the course of six laps, Stuck improved the so far best
time on no less than on three occasions. Then Varzi also increased his pace and in brief intervals drove two new fastest laps. With a lead of well over a minute, Caracciola had no need to drive at the limit and
presumably Neubauer kept him informed of the gap to Stuck. At the end of 70 laps Caracciola led at 81.773 km/h average speed when the order of the field was:
|2.||Stuck (Auto Union)||2h44m56.6s|
|3.||Varzi (Auto Union)||unknown|
|4.||Nuvolari (Alfa Romeo)||2h46m33.2s||- 1 lap|
|5.||Wimille (Bugatti)||2h49m36.5s||- 2 laps|
|6.||Farina/Brivio (Alfa Romeo)||2h51m01.0s||- 3 laps|
|7.||Sommer (Alfa Romeo)|
When Stuck began to slow down for fear that his fuel would not last the distance, Varzi drove faster, gaining about two seconds per lap and drove a new fastest lap of 2m10s on lap 76. During one lap, Varzi was sideways
from the tunnel exit to near the chicane, straightening the car with the accelerator. At the end of 80 laps Caracciola led at 82.475 km/h average speed:
|2.||Stuck (Auto Union)||3h06m39.2s|
|3.||Varzi (Auto Union)||3h06m43.5s|
|4.||Nuvolari (Alfa Romeo)||3h08m20s||- 1 lap|
|5.||Wimille (Bugatti)||3h12m21s||- 3 laps|
|6.||Farina/Brivio (Alfa Romeo)||3h13m04.5s||- 3 laps|
|7.||Sommer (Alfa Romeo)||- ? laps|
|8.||Ghersi (Maserati) ||- 8 laps|
|9.||Williams (Bugatti)||- 11 laps|
On lap 83, Varzi overtook Stuck in one corner. But before that, Varzi had repeatedly, for several laps, been given signs by his pit crew to stop for fuel, which he ignored. Varzi's failure to obey his pit signals
did not get team approval and the following day he was to be lectured by Dr. Karl Feuereisen, team manager of Auto Union. It was not quite clear why Varzi had passed Stuck who stopped on lap 83 for an 18 second spurt
of fuel when he was put a lap down by Caracciola. After his pit stop, Stuck went much faster trying to catch up with Varzi. Some laps later Varzi also pulled into the pits to take on fuel but he remained in second
place. In his chase after Varzi, Stuck established the fastest lap of the race on lap 98 in 2m07.4s at 89.859 km/h. Near the end, Caracciola slowed down before he took the flag after 3m49m20.4s at 83.195 km/h average
speed. He received tremendous applause at the finish, demonstrating again that he was the 'Regenmeister' rain-master in his non-stop race. His advantage over Varzi at the finish was 1m49.1s, almost a complete lap
while Stuck finished one second behind but was a lap down, unable to unlap himself. As long as Nuvolari's car had been heavy with fuel, he had shown his mastery in the rain, equal to or better than Caracciola, but
as his fuel tank emptied and the rear end lightened, handling and traction were not as good as at the beginning on the slippery course. Wimille had lost fifth place when he had to stop at his pits to have his brakes
|1.||8||Rudolf Caracciola||Daimler-Benz AG||Mercedes-Benz||W25K||4.7||S-8||100||3h49m20.4s|
|2.||4||Achille Varzi||Auto Union AG||Auto Union||C||6.0||V-16||100||3h51m09.5s||+ 1m48.9s|
|3.||2||Hans Stuck||Auto Union AG||Auto Union||C||6.0||V-16||99||3h49m21.2s|
|4.||24||Tazio Nuvolari||Scuderia Ferrari||Alfa Romeo||8C-35||3.8||S-8||99||3h49m54.6s|
|5.||28*||A. Brivio / G. Farina||Scuderia Ferrari||Alfa Romeo||8C-35||3.8||S-8||97||3h49m56.9s|
|6.||16||Jean-Pierre Wimille||Automobiles E. Bugatti||Bugatti||T59||3.3||S-8||97||3h51m14.9s|
|7.||22||Raymond Sommer||R. Sommer||Alfa Romeo||Tipo B/P3||3.2||S-8||94||3h51m17.4s|
|8.||38||Pietro Ghersi||Scuderia Torino||Maserati||6C-34||3.7||S-6||87||3h50m06.8s|
|9.||18||"Williams"||Automobiles E. Bugatti||Bugatti||T59||3.3||S-8||84||3h50m46.8s|
|DNF||20||Philippe Etancelin||P. Etancelin||Maserati||V8RI||4.8||V-8||36||split fuel tank|
|DNF||32||Carlo Felice Trossi||Scuderia Torino||Maserati||V8RI||4.8||V-8||28||distributor drive|
|DNF||6||Bernd Rosemeyer||Auto Union AG||Auto Union||C||6.0||V-16||12||crash|
|DNF||12||Luigi Fagioli||Daimler-Benz AG||Mercedes-Benz||W25||4.3||S-8||8||crash|
|DNF||36||Eugenio Siena||Scuderia Torino||Maserati||6C-34||3.7||S-6||1||mechanical|
|DNF||14||Manfred von Brauchitsch||Daimler-Benz AG||Mercedes-Benz||W25||4.3||S-8||1||crash|
|DNF||30||Giuseppe Farina||Scuderia Ferrari||Alfa Romeo||8C-35||3.8||S-8||1||crash|
|DNF||10||Louis Chiron||Daimler-Benz AG||Mercedes-Benz||W25K||4.7||S-8||1||crash|
|DNF||26*||Mario Tadini||Scuderia Ferrari||Alfa Romeo||8C-35||3.8||S-8||-||oil leak|
Note: * = #28 was Tadini's car driven by Brivio, later also by Farina and #26 was Brivio's car driven by Tadini.|
Fastest lap: Hans Stuck (Auto Union) on lap 98 in 2m07.4s = 89.9 km/h (55.8 mph)
Winner's medium speed: 83.2 km/h (51.7 mph)
Pole position lap speed: 101.1 km/h (62.8 mph)
Weather: Itermittent rain showers.
Primary sources researched for this article:|
Allgemeine Automobil-Zeitung, Berlin
Allgemeine Automobil-Zeitung, Wien
IL LITTORIALE, Bologna
La Stampa, Torino
L'Éclaireur de Nice
Le Petit Niçois, Nice
Motor Post, Berlin
Motor Sport, London
MOTOR und SPORT, Pössneck
Special thanks to:
13/18 April 1936: Due to rain the B.A.R.C. Easter Meeting at Brooklands was moved from 13th to 18th April. Handicap races were won
by Mr & Mrs G. Briggs (Riley 1.1 litre), E. Pacey (Pacey-Hassan 4.5 litre), W. Couper (Talbot 3.4 litre), V. Derrington (Salmson 1.1 litre),
Hector Dobbs (Riley 2.0 litre), J. Smith (M.G. 1.1 litre) & Denis Scribbans (E.R.A. 1.5 litre).
2 May 1936: "B Bira" (ERA 1.5L) wins the JCC International Trophy handicap race at
1. This is as far as I know the only time a racing driver has won an Olympic medal (disregarding Alex Zanardi, Paralympics, London 2012).
Frederick McEvoy also finished 4th in the two man bobsled race.
Chris Nixon claims in his book "Racing the Silver Arrows" (page 133-134) that the Italians entered a bobsled team with Varzi, Trossi, Taruffi and Cortese.
However this is not correct! Here are the true facts:
The Italian entries and results for the 2 man bob were:
ITALY 1 (Antonio Brivio Sforza, Carlo Solveni), Result: 11th
ITALY 2 (Edgardo Vaghi, Dario Poggi), Result: 10th
The Italian entries and results for the 4 man bob were:
ITALY 1 (Antonio Brivio Sforza, Carlo Solveni, Emilo Dell'Oro, Raffaele Manardi), Result: 10th
ITALY 2 (Francesco de Zanna, Ernesto Francechi, Umberto Gillarduzzi, Amedeo Angeli), Result: DNF
(Source: American Olympic Committe Report, IVth Olympic Winter Games Garmisch Partenkirchen Germany)
Other Olympic results by racing drivers during the years include:
Karl Ebb, athletics, 5th in 3000m steeplechase (Paris 1924).
Asser Wallenius, speed skating, 5th in 500m, 10th in both 5000m and 10000m and was on his way to a medal in the 1500 m race when he fell on the last lap (Chamonix 1924).
Norbert Sinner, cycling, 40th in 168 km road race, with the Luxembourg team finishing 10th out of 15 (Amsterdam 1928)
Alfonso de Portago, bobsled, 4th in 2 man bobsled, 9th in 4 man bobsled (Cortina 1956).
Prince Birabongse Bhanubandh, yachting for Thailand, 12th with the boat "Tichiboo" in the Star class (Melbourne 1956),
19th with "Siames-Cat" in the Star class (Rome 1960), 22th with "Linglom" in the Dragon class (Tokyo 1964)
and 21th in the Tempest class (München 1972).
Roberto Mieres, yachting, raced with the boat "Mizar" in the Star Class and finished 17th (Rome 1960).
Robin Widdows, bobsled, 13th in 4 man bobsled (Innsbruck 1964) and 8th in 4 man bobsled (Grenoble 1968).
Divina Galica, alpine skiing, disq slalom, 23th giant slalom, 30th downhill (Innsbruck 1964), ret slalom, 8th
giant slalom, 32nd downhill (Grenoble 1968) and 15th slalom, 7th giant slalom, 26th downhill (Sapporo 1972).
Boris "Bob" Said, 10th in 4 man bobsled (Grenoble 1968), 19th in 2 man bobsled and 14th in 4 man bobsled (Sapporo 1972)
Ben Pon, shooting, 31st in skeet (München 1972).
Jackie Stewart just failed to make it to the British trap team for the 1960 Olympics in Rome.
As a curiosity can be added that Bernd Rosemeyer's uncle Joseph took part in four cycling events at the first modern Olympics, finishing 4th twice (Athens 1896).
( Official Olympic Reports can be found at http://www.aafla.org/5va/reports_frmst.htm )