Continental Notes and News, July 1935

New Italian Cars.

I AM writing this before the G.P. de l’A.C.F., when it is still a matter of

doubt as to whether the new Alfas and Maseratis will be ready in time for the race.

Only a few weeks ago I was told that it was quite possible that the promised Alfa-Romeos would never appear at all, but the latest information to hand dispels this rumour. It seems certain that two 8 cyl. 4-litre cars will compete at Montihery, but you must turn to the race report in this issue for confirmation. I3ench tests have at any rate been completed. The 12 cylinder “Grand Prix” type is nearly finished, and everyone who has been fortunate enough to see the car (and you can guess how many that is) is enraptured with its magnificent design.

Its first race will be the Circuit di Torino on July 7th. As Signor Jano, the Alfa-Romeo designer-in-chief was himself born in Turin it looks as though he wants to celebrate the completion of a masterpiece in his native city.

As for the V-8 Maserati, with torsion independent springing, the car is built at the time of writing, but has not yet been tested on the road. Signor Bindo Maserati says that the engine will certainly be seen at MontIhery, but possibly in a 3.7litre chassis.

Jumping the Flag.

I see that my esteemed confrere, Charles Faroux, has been holding forth on that vexed question of starting, or more precisely, early-starting. He cites the G.P. de France at Montlhery and the Avus race as examples of how all but one or two conscientious drivers move off before the flag falls.

This sort of thing is most unsatisfactory, for in a crowded field a good deal depends upon making a quick getaway. To a certain extent the fault ts excusable on the grounds of excitement, but should not be condoned on that account.

Chiron used to be one of the worst offenders, his complete disregard of the starter at last year’s Montlhery race living in the memories of all who witnessed it. I remember seeing him at Rheims, in the second or third row, move forward and lock over his wheels so that he could nip in front of the man ahead as the flag was actually falling. A subtle manceuvre. And he was by no means the only one.

Last winter the C.S.I. of the A.I.A.C.R. introduced a rule that flag-jumpers should be penalised by adding a minute to their time at the end of the race. At Avus last month Chiron bore this rule in mind and scrupulously waited for the flag to fall. While he did so, Caracciola, Stuck, Fagiola and Varai all roared away and gained a clear lead.

So far the new rule has not been applied in any race. The remedy is at hand, but no one cares to use it. A firm hand is required unless a farcical state of affairs is to ensue. A massed start is one of the finest spectacles in motor-racing. It would be a pity if G.P. races had to be started on the Le Mans’ principle.

B aulking.

M. Faroux goes on to point that rules can be aPplied without fear or favour in order to keep a race within logical limits. A case occurred in the Monaco G.P., whea Caracciola was accused of baulking Etancelin intentionally or accidentally. The successive warnings were displayed, and Caracciola pulled in to let the Maserati past.

M. Faroux uses this illustration very effectively to silence those people who object to the sight of three cars of the same make in the front at the start, on the grounds that two of the cars can easily baulk the rest of the field while their leader builds up a colossal lead. After Monaco, when the Mercs filled the first three positions, the C.S.I. introduced a rule that even though the three cars of a team may earn the premier positions by making fastest lap-times in practice, only two will be allowed in the first three.

The Elusive S.E.F.A.C.

Since the beginning of the season the S.E.F.A.C. has been entered in practically every race, but always it has been withdrawn owing to lack of preparation. The car was completed in the middle of May, and made its first trials at Montlhery. First Rousseau, the tester and then Marcel Lehoux, the owner-driver, put it through its paces, and both declared themselves satisfied with the result.

It is due to start in the French G.P. at Montlhery. Turn to the race report to see if it actually started !

Empty Promises.

Talking of the S.E.F.A.C., reminds me that the F.N.C.A.F. fund for assisting French manufacturers in the construction of a French G.P. car has been disappointing in the extreme. The motoring public has responded fairly well by purchasing badges, but many well known personalities in the motoring world, and motor clubs. have failed to carry out their promises of support.

We have had the same sort of experience in Britain. Those dignified people one sees as officials at race-meetings, and mouthing sugary sentiments of patriotism at club dinners, are terrified out of their lives if you ask them to translate their words into actions by assisting (not financially) in the foundation of a fast roadcircuit.

Bah !

Money, Money, Money!

An Italian journalist has compiled a list of the money won by the leadinl, drivers of the 1034 season. The placings give quite a good idea of the relative merit

of the various drivers.

Rather Too Hasty.

French organising clubs are getting very nervy over the matter of accidents. The accident at Fontainbleu last year, and those at Château Thierry and Orleans this season have filled them with a not unfounded dread that hill-climbs on public roads will be prohibited altogether.

This fear was responsible for the abandoning of the Ars hill-climb after an accident for which the organisers could not possibly have been blamed. The sports cars had finished their first runs and two racing cars had ascended when Mlle. Pollfoulot tried to get round a corner at a hopeless speed. The car skidded into a tree, and the two occupants were hurled out. Mlle. Poilfoulot escaped with a cracked rib and bruises, but her mechanic sustained severe spinal injuries.

Panic thereupon ensued, and the organisers immediately cancelled the rest of the programme. Their decision was rather too hasty, for the Ars hill-climb is particularly well served with grand stands, and the spectators are beyond the reach of any danger from cars out of control.

The fastest times made up to the point of cancellation were those of Rey (Bugatti), 42secs. in the sports class, and Jahan (Salmson), 49secs., in the racing category. The record for the hill, incidentally, is jointly held by Rey and Cazoux, both on Bugattis, with a time of 37.6secs.

Record Unbeaten.

A crowd of io,000 people gathered to see the Alpilles hill-climb, organised by the A.C. de Saint Remy de Provence. The hill is 4 kilometres in length, and the record is held by Marcel Lehoux (Bugatti) in 2m. 13.8secs. No one beat this figure last month, the fastest being Chambost (Maserati) with a time of 2m. 15.25ecs. Second fastest was Zanelli on a Nacional Pescara. The fastest sports car was Mablot’s Bugatti, 217I. 32.8SeCS. Here are the full results :


750 c.c.-1, Aubert (Aubert),. 8 m. 27.6 sees. 1,100 o.c.-1, Miquet (Samson), 3 m.

34 secs; 2. Desvignes Fiat)_,_ 3 in. 41 secs. 1,500 c.c.-1, Challe (Bugatti), 3 in.

7.2 secs; 2, Fan fan (Bugatti), 3 M. 24.2 seen. 2,000 c.c.-1, Rev (Bugatti), 2 in. 34.8 secs. 3,000 c.c.-1, Mablot (Bugatti), 2 in.

32.8 secs.

5,000 c.C.-1, Balester (Hudson), 3 in. 32.6 secs.

8,000 c.c.-1, Leurquin (Graham), 3 M. 32.6 secs.

secs. RACING.

750 c.0.-1, Viossat (Itathis-Ratier), 3 tn. 2.8 sees.

1,100 c.c.-1, Chambost (Salmson), 2 m. 30.8 secs.

1,500 c.c.-1, Durand (Bugatti), 2 in. 40.4 secs; 2, de Onifroy (Miller), 2 m. 39.2 secs. 2,000 c.c.-1., Plat (Bugatti), 2 m. 40.4 secs;

2, Combo (Bugatti). 2 in. 49.8 secs.

3,000 c.C.-1, Chambost (Maserati), 2 in. 15.2 secs; 2, Zanelli (Nacional Pescara), 2 m. 19.8 secs; 3, Rolland (Maserati), 2 in. 22.2 secs.

Records at Val-de-Guech.

The Val-de-Guech hill-climb was contested by very much the same field as in the Alpilles event. In this case, however, Zanelli turned the tables on Chambost,

while both of them beat the record for the hill.

There was one accident, fortunately without serious results, when a motor-cycle combination crashed on a corner. A good day’s sport resulted in the following placings :—


1,100 c.c.-1, Desviales (Fiat), 3 in. 63.6 secs; 2, Clavan (J.A.R.), 4 in. 5.8 sees; 3, Pichon (Amilcar), 4 in. 32.4 secs.

1,500 c.c.-1. Sansan, 3 in. 8 sees; 2, Challe (Bugatti), 3 m. 17.8 secs; 3, Jourdan (Bugatti), 4 in. 8.2 secs.

3,000 c.c.-1, Mablot (Bugatti), 3 in. 7.6 secs.

5.000 c.c.-1, Balester (Hudson), 3 m. 30.8 secs.

c.c.-1, Leurquin (Graham), 3 m. 55.8 sees.

55.8 sees. RACING.

750 c.c.-1, Viossat (Mathis-Ratier), 3 m. 16 secs.

1,100 c.c.-1, Chambost (Salmson), 3 m. 1.4 sees; 2, Crisson (Amilcar), 3m. 2.8 secs. 1,500 c.c.-1, Durand (Bugatti), 2m. 59.8 secs; 2, Chambard (Bugatti), 3 m. 4.6 secs;

3, aou-ve (Miller), 3 m. 28 secs.

2,000 c.c.-1, Conde (Bugatti), 3 in. 17.6 secs; Bouchet (Chenard) 3 in. 30.4 secs.

3,000 c.c.-1, Zanelli Ntr,cional Pescara), 2 M. 45 secs; 2, Chambost (Maserati), 2 m. 48.8 secs.

secs. Another Victory for Kohlrausch.

Following on his record-breaking feats at Gyon, Bobbie Kohlrausch made fastest time of the day at the Rakosfalva kilometre speed trials organised by the T.T. Club de Budapest. His car was the modified “Magic Midget” which holds the mile

and kilometre class records at 131 m.p.h.

RESULTS. Strauss 66.286

Touring 1,500 c.c.-1, Strauss (Fiat), 66.286

k.111″ 2, Lenz (Fiat). Touring Unlimited.-1, Blum (Lancia),

76.158 k.p.h.

Racing 1,100 c.c.-1, Kohlrausch (M.G.) 123.456 k.p.h.

Racing 1,500 c.c.-1, Wilheira (Bugatti,). 105.201 k.p.h.

A Miniature Alpine Trial.

The Circuit des Vosges, organised by the A.C. d’Alsace, is not unlike a minia

ture Alpine Trial. Several passes and bends had to be negotiated, and there was a timed section of 5 kilometres between Entzheim and Innenheim, on the road used for the French G.P. of 1922. The trial started and finished at Strasbourg, the length of the route being 453.5 kilometres.

The event was an international one, but no foreign drivers were attracted. There were several British cars, however, and a Singer and a Wolseley Hornet were placed second and third in their respective classes. The winner of the general classification was J. P. Wimille, with a sports 3.3-litre Bugatti, beating Perrot’s Delahaye by three points.


1,100 c.c.-1, Pilloud (Fiat), 222; 2, Lapchin (Singer), 221.

1,500 c.c.-1, Lecoa (Bugatti). 215; 2, Dabgand (—), 212; 3, Royaurds (Wolseley), 212.

2,000 c.c.-1, Merkel (Citroen), 218; 2, Huart (Alfa-Romeo), 211; 3, Taesch (Bugatti). 196. 3,000 c.c.-1, Andre (Hotchkiss), 211: 2, Larne (Peugeot), 199,

Over 3,000 0.0.-1, Wimille (Bugatti), 259; 2, Perrot (Delabaye), 256; 3, Benoist (Bugatti), 250.

Ladies Prize.-1, Mine. Mareuse (PeYcot), 202; 2, Mme. Conohe (Sa)m:ion), 201; 3, Mlle. Lumberjack (Fiat), 191.

Round the Circuits.

The Penya Rhin G.P. was due to take place on June and, but at the last minute the city authorities of Barcelona refused to co-operate with the organisers. This produced such an outcry in the local press that the decision was reversed. By then it was too late to hold the race, so they announced that it would take place on June 3oth.

At the time of writing, however, no application has been filed with the C.S.I. at Paris. Nuvolari, Brivio, Wimille, Etancelin and de Villapadieorna had promised to enter for the race in the first place.

The hill-climb of Eymontiers will take place on August it th. Length of hill, 3 km. 600; average gradient i in 2o. Present record: Cazaux (Bugatti) 2 M. 29.4 secs.

The completion of the new Grossglockner pass, connecting Austria and Italy, will be celebrated by a hill-climb on August 4th. There will be three classes for racing cars and three for sports. The length of the hill is 19 kilometres soo, and the road rises 1,593 metres. The average gradient is z in 12, and the maximum i in 9. Entries close on July 22nd, and practising will begin on July 3Ist. I know several English drivers who are thinking of entering.

There is a possibility of several English drivers taking part in the Lorraine Meeting on the circuit of Seichamps’ June 3oth. There will be two races, one for production cars and one for racing cars. The touring cars will run for i hours, and must be types exhibited at the Paris Salon of 1932, 1933 and 1934. Standard fuels must be used.

The English competitors are expected in the 3-hour event for cars complying with the International Formula. Chicanes have been introduced on the straights.

The Italian town of Varese will see two big motoring events in July. On the 14th the hill climb of Varese-Campo dei Fiori, open to amateur drivers only, will celebrate its fifth anniversary. On the 21st an entirely new event takes place, the First Circuit of Varese, open to amateurs and professionals. The ‘circuit will be 3 km. 200 in length, situated just outside the town. The ‘,too c.c. cars will do 2o laps, the 2,000 C.C. cars 25, and the unlimited cars 30. The prize money amounts to 30,000 liras.

Auto Union is to make a determined onslaught on the Coppa Acesbo (August 15th). Present arrangements are that four cars should be sent down to Italy for the event.

The circuit of Turin, scheduled to take place on July 7th, will consist of three heats of 20 laps (81kin. 760) and a final of 40 laps (163km. 520). The circuit lies in the beautiful Valentino Park, and measures 4.088km. per lap. The prize money is 8o,000 liras, and the race will probably mark the first appearance of the is-cyl. Alfa-Romeo.

The Swiss A.C. hopes to hold the Geneva. G.P. on October 5th. Sanction has yet to be given by the A.I.A.C.R., but this is likely to be forthcoming. The Donington meeting is down for the same day, but a mutual understanding has been arrived at between the two organising clubs.

The Geneva circuit will be a slow one, comprising two straights of 750 yards and some right-angle bends. Not content with that, they have added a chicane.

The Swiss authorities are making a great effort to repeat the success of last year’s Swiss G.P. at Berne, on August 25th. A fete is to be held in the city on the night before the race, which ought to be pretty good. Several E.R.A.s will appear in the 1,500 C.C. race, as well as Cholmondeley-Taper’s Bugatti and possibly K. D. Evans’s Q-type Midget. On the 24th a new race is to be held, for Swiss national drivers only. There will be two main categories, racing and sports, each divided into two classes, under and over 1,5o° c.c. 14 laps will be covered, or a total distance of torkm. 9. * *

The G.P. of Nice will be held on August /8th. The usual circuit on the Promenade des Anglais will be used, 3km. 214 in length. It will be covered too times. British entries are probable.

The municipality of Biarritz hopes to run a big motor-race in the forest of Chilberta on September mt. By means of 200,000 francs prize money they hope to attract the elite of German, Italian and French racing drivers.

The Dieppe metting bid fair to be the biggest Continental road racing affair of the year from the British point of view— sports car Le Mans apart. The z,soo c.c. event in particular, is attracting a lot of attention, and a preponderance of British entries will not be surprising. As for spectators, every follower of the sport one meets declares his intention of making the trip, and the steamer service will be tested to its limit. •

The G.P. of Rio de Janeiro.

There was a big entry and a big crowd at the Grand Prix of Rio de Janeiro, which was held last month. The Gaves circuit is extremely difficult, travelling through mountainous country and including countless corners. The race was 600 kilometres in length, and the winner turned out to be the Argentine driver, Ricardo Caru, on a Fiat. His time was 4 hours 3 minutes. Almeida was second and Araujo third.

The race was marred by a fatal accident. The car driven by Ireneo Correa turned over while travelling at full speed, killing the driver on the spot.


We have been asked by a reader to broadcast an appeal for an instruction book of the front-wheel-drive supercharged Alvis. If anyone has a copy for disposal, will he kindly get in touch with the Editor, who will pass on his offer to the ‘reader in question.