Classic Car Catalogue

Coupe Internationale des Alpes
1933

Fifth International Alpine Trial
31 July 1933
Started: 121
 

Group 1. over 3000 cc
Group 2. 2201 cc to 3000 cc
Group 3. 1501 cc to 2000 cc
Group 4. 1101 cc to 1500 cc
Group 5. 501 cc to 1100 cc
Use 'Shift' key to select multiple columns.
Entries and results:
No. Driver: Car: Model: Engine: Team: Group: Points.: Class: Res..: Ladies Cup:
  N. Went Ford   3,604 cc Ford 3000→ -054 Alpine Cup 1st  
  Dr. Sprenger Ford   3,604 cc Ford 3000→ -054 Alpine Cup 1st  
  A. A. J. Wielman Ford   3,604 cc Ford 3000→ -054 Alpine Cup 1st  
  H. E. Symons S.S. S.S.1. 2,552 cc S.S. 2000→3000 dnf Alpine Cup dnf  
  C. Needham / Munro S.S. S.S.1. 2,552 cc S.S. 2000→3000 -054 Alpine Cup 08th  
  Miss M. Allan S.S. S.S.1. 2,552 cc S.S. 2000→3000 dnf Alpine Cup dnf  
  Duhamel Hotchkiss   2,300 cc Hotchkiss 2000→3000 -036 Alpine Cup 1st  
  Gas Hotchkiss   2,300 cc Hotchkiss 2000→3000 -036 Alpine Cup 1st  
  W. F. Bradley Hotchkiss   2,300 cc Hotchkiss 2000→3000 -036 Alpine Cup 1st  
  Kappler Mercedes-Benz   2,900 cc Mercedes-Benz 2000→3000 -169 Alpine Cup 2nd  
  Bernet Mercedes-Benz   2,900 cc Mercedes-Benz 2000→3000 -169 Alpine Cup 2nd  
  Kassbaum Mercedes-Benz   2,900 cc Mercedes-Benz 2000→3000 -169 Alpine Cup 2nd  
  Wiwel Vauxhall   1,781 cc Vauxhall 1500→2000 -248 Alpine Cup 2nd  
  Lallemand Vauxhall   1,781 cc Vauxhall 1500→2000 -248 Alpine Cup 2nd  
  Buergin Vauxhall   1,781 cc Vauxhall 1500→2000 -248 Alpine Cup 2nd  
  Team withdrawn Mercedes-Benz   1,949 cc Mercedes-Benz 1500→2000 dns Alpine Cup wdn  
  Widenmann Adler   1,623 cc Adler 1500→2000 -052 Alpine Cup 1st  
  Hoffmann Adler   1,623 cc Adler 1500→2000 -052 Alpine Cup 1st  
  Gehrinann Adler   1,623 cc Adler 1500→2000 -052 Alpine Cup 1st  
  C. Riley Riley   1,486 cc Riley 1100→1500 -051 Alpine Cup 1st  
  R. Riley Riley   1,486 cc Riley 1100→1500 -051 Alpine Cup 1st  
  T. C. Griffiths Riley   1,486 cc Riley 1100→1500 -051 Alpine Cup 1st  
  Lohr Adler   1,494 cc Adler 1100→1500 -134 Alpine Cup 3rd  
  Hasse Adler   1,494 cc Adler 1100→1500 -134 Alpine Cup 3rd  
  Hauren Adler   1,494 cc Adler 1100→1500 -134 Alpine Cup 3rd  
    Hanomag   1,494 cc Hanomag 1100→1500 dns Alpine Cup dns  
  Von Mumm Röhr   1,498 cc Röhr 1100→1500 dnf Alpine Cup dnf  
  Heintz Röhr   1,498 cc Röhr 1100→1500 dnf Alpine Cup dnf  
  Nitsch Röhr   1,498 cc Röhr 1100→1500 dnf Alpine Cup dnf  
  Prince Leyen Stoewer   1,466 cc Stoewer 1100→1500 dnf Alpine Cup dnf  
  Stewer Stoewer   1,466 cc Stoewer 1100→1500 dnf Alpine Cup dnf  
  Kordemann Stoewer   1,466 cc Stoewer 1100→1500 dnf Alpine Cup dnf  
  T.A.W. Thorpe Frazer Nash   1,496 cc Frazer Nash 1100→1500 -099 Alpine Cup 2nd  
  L.C. Henderson Frazer Nash   1,496 cc Frazer Nash 1100→1500 -099 Alpine Cup 2nd  
  H.J. Aldington Frazer Nash   1,496 cc Frazer Nash 1100→1500 -099 Alpine Cup 2nd  
  W.E.S. Watkinson M.G.   1,086 cc M.G. 500→1100 -087 Alpine Cup 1st  
  L.A. Welch M.G.   1,086 cc M.G. 500→1100 -087 Alpine Cup 1st  
  T.H. Wisdom M.G.   1,086 cc M.G. 500→1100 -087 Alpine Cup 1st  
  F. S. Barnes Singer   942 cc Singer 500→1100 -200 Alpine Cup 2nd  
  N. Black Singer   942 cc Singer 500→1100 -200 Alpine Cup 2nd  
  A. Langley Singer   942 cc Singer 500→1100 -200 Alpine Cup 2nd  
  Weinberg Fiat     Fiat 500→1100 -319 Alpine Cup 3rd  
  de Mayer Fiat     Fiat 500→1100 -319 Alpine Cup 3rd  
  Prince Narlschkine Fiat     Fiat 500→1100 -319 Alpine Cup 3rd  
  E.K. Rayson / Mrs. S. Tolhurst Mercedes-Benz   7,030 cc - 3000→ -062 Glacier Cup 08th  
  A. F. Van Abbe / Van der Mark Ford   3,600 cc - 3000→ -026 Glacier Cup 03rd  
  Van der Meulen Ford   3,604 cc - 3000→ -007 Glacier Cup 01st  
  Dr. A. A. Weys Ford   3,200 cc - 3000→ -090 Glacier Cup 10th  
  van Beek Calkoen Ford   3,604 cc - 3000→ -007 Glacier Cup 01st  
  P. Rossi Delage   3,040 cc - 3000→   Glacier Cup dnf  
  Dr. M. Angelvin Renault   3,120 cc - 3000→ -068 Glacier Cup 09th  
  P. Guichernne / Sarthou Delage   4,050 cc - 3000→ -035 Glacier Cup 04th  
  Becker Stoewer   3,974 cc - 3000→ -139 Glacier Cup 11th  
  Klotz Mercedes-Benz   3,689 cc - 3000→   Glacier Cup acc  
  Aguzzi Ford     - 3000→ -055 Glacier Cup 05th  
  Sandoz De Soto   3,465 cc - 3000→ -059 Glacier Cup 07th  
  Schmid Bugatti   3,275 cc - 3000→ -211 Glacier Cup 12th  
  S. Collier / Collier Auburn     - 3000→ -055 Glacier Cup 05th  
  Dr. E.J.H. Roth / P. Butler Henderson Talbot   2,270 cc - 2000→3000 -041 Glacier Cup 07th  
  Van Marken Talbot   2,969 cc - 2000→3000        
29 W. M. Couper Talbot   2,276 cc - 2000→3000        
  J. W. Maui Bugatti   2,300 cc - 2000→3000        
  F. de Bremond Mathis   2,280 cc - 2000→3000        
  R. Diebolt / Marco Bugatti   2,300 cc - 2000→3000 -013 Glacier Cup 04th  
33 Mlle. Helle-Nice Bugatti   2,298 cc - 2000→3000 -003 Glacier Cup 03rd  
  H. Battu Citroen   2,650 cc - 2000→3000        
  J. Vial Hotchkiss   2,300 cc - 2000→3000        
  E. Legre Bugatti   2,298 cc - 2000→3000 -016 Glacier Cup 05th  
  E. Lehre Bugatti   2,298 cc - 2000→3000 -001 Glacier Cup 02nd  
  Miss M. D. Patten Alvis   2,511 cc - 2000→3000 -318 Glacier Cup 14th  
  G. Hans Koch S.S.1   2,552 cc - 2000→3000 -021 Glacier Cup 06th  
  G. P. Orssich S.S.1   2,054 cc - 2000→3000 -083 Glacier Cup 11th  
  A.V. Lago / R.H. Beverton Talbot   2,969 cc - 2000→3000 -082 Glacier Cup 10th  
  Hans Urban Steyr   2,065 cc - 2000→3000 -090 Glacier Cup 13th  
  M. Sauerwin Bugatti   2,991 cc - 2000→3000 -079 Glacier Cup 09th  
  Zeeck Austro Daimler   2,976 cc - 2000→3000        
  M. Kurz Steyer   2,078 cc - 2000→3000 -089 Glacier Cup 12th  
  Pillond Fiat   2,516 cc - 2000→3000        
  lag. Proskowetz Bugatti   2,300 cc - 2000→3000        
  Delmar Bugatti     - 2000→3000 -000 Glacier Cup 01st  
  Lionel Martin / Mrs. Martin Humber Twelve 1,669 cc - 1500→2000 -069 Glacier Cup 06th  
  W. W. Blackstone O.M.   1,991 cc - 1500→2000        
  C.M. Walker / A.C. Macdonald Daimler Fifteen 1,805 cc - 1500→2000 -287 Glacier Cup 11th  
  J. G. Pige-Leschellas A .C.   1,991 cc - 1500→2000        
  Carriere Alfa Romeo   1,750 cc - 1500→2000 -000 Glacier Cup 01st  
  M. Sander Opel 1,8 Liter 1,790 cc - 1500→2000 -065 Glacier Cup 05th  
  Carl von Guilleuame Opel 1,8 Liter 1,790 cc - 1500→2000 -076 Glacier Cup 08th  
  Charlotte Bahr Adler   1,623 cc - 1500→2000 -024 Glacier Cup 03rd  
  Paul von Guilleaume Adler   1,623 cc - 1500→2000 -023 Glacier Cup 02nd  
  lug. P. Mucha Praga   1,940 cc - 1500→2000 -087 Glacier Cup 09th  
  Mlle. Sajoux Delahaye     - 1500→2000 -122 Glacier Cup 10th 02nd
  Arturo Mercanti Alfa Romeo   1,750 cc - 1500→2000 -046 Glacier Cup 04th  
  Lurani Alfa Romeo     - 1500→2000        
  M. Gutkecht Adler   1,623 cc - 1500→2000 -070 Glacier Cup 07th  
  Mrs. A.G. Gripper / L. Maxwell Frazer Nash   1,496 cc - 1100→1500 -007 Glacier Cup 02nd  
  F. H. Burcher Wolseley   1,271 cc - 1100→1500        
  N. M. H. Keep Riley   1,458 cc - 1100→1500   Glacier Cup 08th  
  C. H. Wood Aston Martin   1,493 cc - 1100→1500 -037 Glacier Cup 04th  
  C. M. Johnstone Riley   1,496 cc - 1100→1500        
  C. Schade Wolseley   1,271 cc - 1100→1500   Glacier Cup 07th  
  Jack Hobbs / Cameron Brown Riley   1,486 cc - 1100→1500 -003 Glacier Cup 01st  
  A . L. Marshall Frazer Nash   1,496 cc - 1100→1500 -009 Glacier Cup 03rd  
  H. H. Porter Hargreaves Frazer Nash   1,496 cc - 1100→1500   Glacier Cup dnf  
  F. W. Morgan Wolseley   1,271 cc - 1100→1500   Glacier Cup 11th  
  R. E. Tongue Aston Martin   1,493 cc - 1100→1500 -054 Glacier Cup 05th  
  R. J. G. Nash M.G. Magna 1,271 cc - 1100→1500   Glacier Cup 13th  
  F. Mickel Röhr Tatra 1,486 cc - 1100→1500        
  G. de Lavalette Peugeot 301 1,465 cc - 1100→1500        
  S. Sanders M.G. Magna 1,271 cc - 1100→1500        
  F. W. Oxley Frazer Nash   1,496 cc - 1100→1500        
  Lt. Col. MacFarlane Wolseley   1,271 cc - 1100→1500        
  Ring Hanomag   1,498 cc - 1100→1500        
  M. Schicht Röhr   1,486 cc - 1100→1500 -056 Glacier Cup 06th  
  Von Furstenberg Röhr   1,486 cc - 1100→1500        
  Von Aretin B.M.W. 303 1,174 cc - 1100→1500   Glacier Cup 10th  
  Santholzer Tatra   1,160 cc - 1100→1500   Glacier Cup 12th  
  Ducreux Peugeot 301 1,465 cc - 1100→1500   Glacier Cup 09th  
  R. Zust M.G. Magnette 1,270 cc - 1100→1500        
  D. M. Healey Riley   1,089 cc - 500→1100 -003 Glacier Cup 02nd  
  W. E. Belgrave M.G.   746 cc - 500→1100 -002 Glacier Cup 01st  
  A. G. R. Alexander Riley   1,089 cc - 500→1100        
  Miss D. Champney / Miss Hobbs Riley   1,089 cc - 500→1100 -056 Glacier Cup 03rd 01st
  R. Gough Singer   972 cc - 500→1100        
  Miss J. M. Richmond Singer   972 cc - 500→1100        
  D. Hankey / J.A. Lloyd M.G. Midget 847 cc - 500→1100 -088 Glacier Cup 04th  
  E. J. Kehoe Triumph   1,087 cc - 500→1100 -104 Glacier Cup 06th  
  Lt. Col. Holbrook Triumph   1,087 cc - 500→1100        
  R.T. Horton / F. Clarke Triumph   1,087 cc - 500→1100 -103 Glacier Cup 05th  
  Von Wrede B.M.W. 3/20 782 cc - 500→1100        
  Jacob de Beer D.K.W.   988 cc - 500→1100        
Motor Sport September 1933
LA COUPE INTERNATIONALE DES ALPES.
TEAM PRIZES WON BY M. G. ADLER, HOTCHICISS AND FORD.
BEST INDIVIDUAL PERFORMANCES BY M.G., RILEY, ALFA ROMEO, BUGATTI AND FORD.

THE Fifth International Alpine Trial attracted a starting entry of 121 cars, of which number 42 were made up of teams who were competing for Alpine Cups, the rest being individuals for whom Glacier Cups were the prize.
The British entry was a big one, comprising teams of S.S. 1, Vauxhall, Riley, Frazer Nash, M.G. and Singer. In the individual classes were such makes as Talbot, Alvis, Humber, Daimler, A.C., Riley, Frazer Nash, Wolseley, Aston Martin, M.G. Magna and Midget, Singer and Triumph.
First to leave England were the Singers, Rileys and Triumphs, who crossed on July 23rd. The two Talbots went over on the next day, and the rest of the cars left on Tuesday and Wednesday by Townsend Ferries. Various routes to Merano were taken, mostly via Paris or Rheims to Zurich, and thence either by Austria or over the Stelvio. The S.S. team chose the latter route, for a preliminary run up the chief climb of the trial. Cars which had been functioning perfectly in France began to give trouble as soon as the Alps were reached. Belgrave's blown Midget ran a big end at Davos, but he arrived at Merano on the Saturday before the Monday starting day. Watkinson had trouble with his Magna, but the agents in Zurich dashed over (185 miles) and working all day in terrific heat and half a night, completely stripped and reassembled the engine. Incidentally the M.G. Magnas were the actual Relay Race cars, but with new engines.
At Merano most people, for some unknown reason, proceeded to take their cylinder heads off, probably from an instictive urge that something would go wrong if they did not work on their cars until the last moment. One team changed their back axle ratios. The order of the day was to work in the morning and bathe in a big new swimming pool in the afternoon. Some excitement was caused in the excellent garage in which the official Rileys were parked. A short in the wiring of Healey's Brooklands model caused a small fire, which was soon extinguished.
Up till now it had been very hot, but after the first day's scrutineering on Saturday a terrific downpour of rain during the night soaked many cars which had been left in the open through lack of garage accommodation. The remainder of the scrutineering went off satisfactorily and on Monday morning, at the early hour of 4 o'clock, the first car left the Merano control on its 250 miles journey. The route lay over the Giovo Pass to a control at Lago di Misurina, thence over the Falzarego and Pordoi Passes and back to Merano after tackling the Giovo in the reverse direction.
Dr. Weys (Ford) and Samuel Collier (Auburn), an American, had difficulty in starting their cars, and W. F. Bradley had to change a wheel on his Hotchkiss. otherwise everyone got away quietly. Unlike last year's route, when the Trial started from Munich, the road immediately began to climb, and was hard going right from the start. For thirty-six miles the cars twisted and turned up the Giovo Pass, with often a steep cliff on one side of the road and a sheer drop on the other, from which cars are protected by stone posts placed at intervals. This first stretch made newcomers to the trial very nervous, for it was impossible to average the speed demanded by the regulations, 28.125 m.p.h. for Groups I and 2; 27.5 m.p.h. for Group 3; 26.875 m.p.h. in Group 4; and 26.25 m.p.h. for Group 5. Once over the Pass the easier road beside Lake Misurina gave a respite, but not for long, for after passing Cortina d'Ampezzo the Falzarego Pass had to be climbed.
It was near this point that occurred the fitst accident to a British competitor when V. L. Seyd, driving Blackstone's O.M. left the road, demolished a stone post and then hit a telegraph pole. Seyd himself could not account for the accident at all. Five willing peasants helped to lift the car back onto the road, and it was towed to a garage. There, everything was straightened out and a new battery fitted in four hours, to say nothing of advancing 100 lires to the crew and giving credit for the work. Some service!
After the Falzerego came the timed 7,354ft. climb of the Pordoi Pass, where many marks were bound to be lost. First came the Dutch team of 1934 Fords, among whom 11 precious points were forfeited. Of the S.S. team only Needham made a clean climb, Symons losing 3 marks and Miss Allan 4. The new 2.3 litre 4 cylinder Hotchkiss were impressive, that experienced Hotchkiss driver W. F. Bradley climbing without loss of marks, while his team-mates lost only 3 between them. Among the 2 litres, the Adlers were the best, while British small cars did better than any of the larger machines when all the Frazer Nashes and Rileys got up without penalisation. The 12/6 Vauxhalls lost 36 points, the 1,500 cc Adlers 13, the Rohrs 43 and the Stoewer's 61. Of the 1,100's, Singers lost 30, Fiats 41 and M.G.'s only 9.
Although competitors had been reminded before the trial that the event was not a race (in English, German, French, Italian and Dutch) a good deal of "scrapping" was evident, and resulted in a bad accident to Klotz on a 3. litre Mercedes-Benz. He was trying to pass Rayson's 7 litre "Merc," when his car struck a post at the side of the road and got out of control. After two complete somersaults it came to rest in a neighbouring field, when it was found that neither the driver nor the passenger was injured. Rayson then proceeded.
Two English competitors, W. M. Couper (Talbot) and Montague Johnstone (Riley) were particularly unfortunate in having to retire with that most irritating of all car ills, fuel feed starvation. In each case the cause of this trouble defied all normal remedies. Other retirements were Lt. Col. Macfarlane (Wolseley Hornet), fuel pump; F. W. Oxley (Frazer Nash) after two deviations from the roadway, with consequent chassis trouble; A. C. R. Alexander, whose Riley was damaged in collision with a non-competing car; and Zeeck (Austro Daimler), Pilloud (Fiat) and F. Huckel (Tatra-Rohr) with sundry mechanical failures. And so the first day ended with only 30 competitors out of 121 starters having clean scores. That night the Mayor of Merano gave a party to the competitors, and an innocent-looking beverage which tasted like apple juice was found to be something quite different and exceedingly potent.
The Second Day.
The next morning several competitors did odd jobs of work on their cars after leaving the control. All the S.S. team changed cylinder head gaskets, Symons being the fastest in 40 minutes. The most unfortunate competitor was A. L. Marshall, who with the assistance of his spare driver R. Bickford, did very fundamental repairs to his Frazer Nash.
A level-crossing halt. The cars are W. M. Couper's Talbot, Mlle. Helle-Nice's Bugatti, and the S.S.1
cars of C. M. Needhan and G.H. Koch.
Those unfamiliar with the placing of the time-control at the foot of the Stelvio were at a distinct disadvantage, for the canny drivers made full use of the straight half mile after the control by charging through at high speed. The average speeds required were the same as for the trial itself, in fact beyond the capabilities of any but the most efficient cars, both as regards power and adequate lock on the hairpins. Actually only seven cars got up without loss of marks, a really creditable feat, and of these seven, four were British cars of under 1,500 cc capacity. The full list was Mlle. Helle-Nice (Bugatti), Delmar (Bugatti), Carriere (Alfa Romeo), H. J. Aldington (Frazer Nash), Jack Hobbs (Riley), D. M. Healey (Riley) and W. E. Belgrave (M.G. Midget).
The long hill proved the undoing of the SS. team, for Symons and Miss Allan both had to retire at the top with a blown gasket and a crankcase full of water. Needham, on the third car, made a fairly good climb, but the team was no longer. Another team injury, but of a different kind, took place when T. A. W. Thorpe damaged the front axle of his Frazer Nash during the climb, losing 92 marks straight away. The Riley team, on the other hand, only lost 19 marks. Healey was lucky to make a clean climb in the individual class, for a plug faded out near the top. Petrol pumps were hard worked, and gave trouble in some cases, Mrs. Gripper having to finish the climb in stages of 10 yards at a time; while Major Lago had to stop in the middle and secure the pump on his Talbot saloon, as it had come adrift.
The Hotchkiss team had to start immediately behind the rather slow Mercedes-Benz, but in spite of having much passing to do they only lost 19 marks, Bradley making the best performance. When everyone had come through, at least so the official at the foot of the hill thought, A. L. Marshall shot past, going all he knew in order to make up time. The time-sheets had been collected, and as Marshall climbed at great speed he was allowed a mark-free score.
The day was not yet over for the harrassed competitors. After the Stelvio came the Bernina, and then the Albula and the Fluela, and at last St. Moritz was reached for an afternoon lunch. None of the seven clean-score cars lost any marks on this section, remaining as in the list given above. But there had been 10 retirements during this difficult day. They were the two S.S 1 cars already mentioned; Mrs. Gripper's Frazer Nash; Miss Richmond's Singer with the inevitable fuel pump trouble; S. Sander's M.G. Magna coupe; de Bremond's Mathis, of which much was expected, with a broken back axle; Bathes Citroen; Von Wrede's B.M.W.; and Pige-Leschellas, who had experienced trouble with the ball-races on the front axle of his A.C.
The Third Day.
On Wednesday everyone wished last year's day of rest at St. Moritz would be repeated, for an unbroken series of strenuous days is apt to overshadow the enjoyment which competitors might otherwise obtain from the trial. However, 6 o'clock saw the big Fords being dispatched once more, and one after another the cars were sent away. Many people had difficulty in starting, and it was exceedingly fortunate that the day's run was a fairly easy one, enabling lost time to be regained by fast driving. The Rileys were particularly obstreperous, the official cars having to be pushed and towed up and down outside the Grand Hotel before they finally got away. Some indication of the easy nature of the route (relatively speaking) may be judged by the fact that no one lost any marks, and only Rossi (Delage) and Porter Hargreaves (Frazer Nash) retired, the latter with a fractured piston. Three Passes lay on the route, the Julien (7,502 ft.), the San Bernardino (6,767 ft.), with its exasperatingly long, gradual descent, and the Ceneri (4,150 ft). At Ponte Tresa the Italian frontier was crossed, and immediately all the atmosphere of a road race was apparent, for the excited Italian crowds gave the cars a tremendous welcome as they passed through Varese, Vercelli, Chivasso and so to Turin. Here quite a reception took place, Signo Parisio, chief of the Signor Marchesi, head of the Fiat concern and well-known racing drivers greeting the competitors.
In the evening a party was given at the wonderful Stadium Mussolini, a smaller edition of Wembley which was entirely built in six weeks and holds 50,000 people.
The Fourth Day.
For some distance after leaving Turin flat roads were traversed, over which fast speeds were made, until the Col de Sestrieres was reached. Extensive road repairs were in progress here, but caused no trouble except to Bradley, who had a brake seize on his Hotchkiss through a stone coming up and wedging between the pivot and the spring. The car broadsided, but was undamaged. Then came the Col du Mont Genevre, after which the real trouble started.
Before leaving Briancon for Grenoble, the control for that night, competitors had to make a loop to Guillestre which included the appalling Col d'Izoard. This unpleasant climb is associated in the minds of Continental motorists with thick dust, and an unprotected roadway cut in the side of a vertical cliff. In order to make things still more difficult the organisers had a control placed at Guillestre, so that no one had any time in hand when the climb began. Passing was impossible, for the road was too narrow, and so everybody was late at Briancon.
Then came the difficult Galibier's Pass, which being timed was bound to cost many marks to most cars. Up to this point the seven people who had climbed the Stelvo without loss of marks had still maintained their clean scores, but alas ! the Galibier took its toll.
"Seven Alpine Trial cars
With scores from marks quite free
Tried to climb the Galibier Pass
And then there were three!"
To average 27 or 28 m.p.h. up the Galibier demands a car of superlative qualities combined with faultless driving, and of the 100 odd cars left in the trial only Carriere (supercharged Alfa Romeo) who made fastest time, Delmar (supercharged Bugatti) and H. J. Aldington (unsupercharged Frazer Nash) exceeded their required averages of 28.125 and 26.875 m.p.h. respectively. A magnificent feat on the part of all three.
The day was a really heavy one for after the tricky descent of the other side of the Galibier came the Col du Telegraph, the Col de la Croix de Fer and Glandon Pass. All this section of the route demanded a great deal of hard, concentrated driving on the part of drivers, the Grenoble control almost taking on the aspect of a mirage. At last the macadamised road to Grenoble was reached, over the twenty miles of which cars were blinded flat out in order to regain time lost since the Galibier Pass.
The field presented an attenuated picture at Grenoble. To begin with some competitors had dropped out, most important of these being the redoubtable Georges de Lavelette, whose Peugeot had developed engine trouble. Miss Gough had retired with her Singer after pushing the car into the control. The loss of marks by teams were interesting, and represented a fair idea of the capabilities of the cars. The wonderful Frazer Nashes lost only 5 marks, theirs being the best performance of the day; then came the brilliant new 2 litre Hotchkiss trio, with 14; Rileys were next, with 17; followed by M.G.'s, 38; Mercedes-Benz, 43; the Adlers, 46; Singers, 50; Fiats, 61; Rohrs, 75; and the Stoewers, 85. Some of the individual competitors failed to make up time on the last run-in, and were penalised, among them being C. M. Walker (Daimler), Miss Champney (Riley), Col. Holbrook (Triumph), Miss Hobbs (Riley) and Miss Patten (Alvis).
The Last Day.
And so the next, Friday, saw the competitors setting out from Grenoble on the last stage of 240 miles to Nice. After the terrible gruelling of the previous day the route seemed easy, especially the first stretch over the Col de Lary and the Col Bayard to Gap, Embrun and Guillestre. Here abouts Lago lost a wheel from his Talbot while travelling at speed. The missing component took a short cut and was found on the road 250 yards ahead, round a bend. After much frantic effort on the part of the crew the car was reassembled and proceeded on its way, but the accident cost Lago 2 marks owing to the fact that his brakes were found to be defective during the final examination at Nice.
The second stage, taking in the Col de Vars, the Col d'Allos, and the Col St. Michel, saw the elimination of that most sporting of automobile managing directors, Col. Holbrook, who was the victim of a broken half-shaft on his Triumph, when within striking distance of the finish. More serious was the accident which befell the German driver of a Rohr, Von Furstenberg. His car overturned on a double corner, pinning him beneath it, and he was rescued by following competitors from a most dangerous plight. Difficulty was experienced in obtaining medical aid, French doctors and ambulance showing no readiness to give their assistance. Finally the injured driver was taken to hospital by other competitors.
The arrival at Nice.
The arrival of the competitors at Nice was disappointing, especially to those who remember the splendid reception given to the cars at the end of the trial by the Italian officials and crowd at San Remo last year. No doubt the intense heat kept a good many spectators away, but the French club officials seemed wholly preoccupied with the Grand Prix race to be held on the next day.
Nice at last.
The competitors are a Vauxhall Saloon, three 1623 cc Adlers, and Carriere's Alfa Romeo.
The results make interesting reading. Taking the Alpine Cup winners first, the 8 cylinder Fords were unopposed in Class I, and so only had to finish intact in order to win an Alpine Cup, which they did with a loss of 54 points. The most meritorious team performance was that of the Hotchkiss trio, who only lost 36 points between them. These new 2.3 litre 4 cylinder cars were beautifully prepared and well driven by Bradley, Gas and Duhamel. The Adlers did very well In Group 3, as their engines were only just over 1,500 cc Their total loss of marks was 52, third best in the trial. The 6 cylinder Rileys acquitted themselves with real distinction in losing only 51 points, being another example of careful preparation, and making the second best team performance of any Group. The M.G. Magnas lost 87 points, and were fast and controllable on all the Passes.
The Teams who did not secure Alpine Cups, yet succeded in finishing, also deserve special comment. In Group 2 the Mercedes-Benz lost 169 points, while in the next Group the Vauxhalls lost 248 point's. This latter performance was really creditable, for the Belgian agents who entered the cars did so without any great hopes of winning the class, but with the intention of finishing the Trial. The cars were perfectly normal saloons, with heavy coachwork, and selling at a very low price.
The Frazer Nash team had the worst possible luck, for out of a total loss of 97 marks Thorpes crash cost 92, so that without this accident the team would only have lost 5 points—by far and away the most amazing performance of the whole trial. Poor Thorpe had everyone's sympathy. The 1,500 cc Adlers lost 134 points, the Singers 209 points, and the Fiats 319 points.
Turning to the Glacier Cups for Individual performances, the V8 Fords of Van der Menlen and Van Beek Calkoen showed a clear superiority over the rest of the group in tying for first place. Their loss of marks was only 7, against the 26 and 35 of the third and fourth men. In Group 2 Delmar (Bugatti) made a wonderful show in getting through the trial without the loss of a single mark. Bugattis did well in this group, Legre being second with 1 point, and Mlle. Helle-Nice third with 3. Carriere (Alfa Romeo) won Group 3, also without loss of marks, two Adlers being 2nd and 3rd with a score of 23 and 24 points. Jack Hobbs, partnered by Cameron Brown, carried off the Glacier Cup in Group 4, their score being only 3 marks; two Frazer Nashes being second and third with 7 and 9 points, driven by A. G. Gripper and A. L. Marshall. Finally, in Group 5, W. E. Belgrave was outstandingly good in winning the Glacier Cup with his 750 cc M.G. Midget against an entry of 1,100 cc cars. D. M. Healey (Brooklands Riley) was second. Of the ladies, Miss Champney (Riley) thoroughly deserved her win, partnered by Miss Hobbs, but Mlle. Sajoux deserves special mention for her single handed run with a Delahaye saloon.