1922 GRAND PRIX SEASON -

1 9 2 2

FOREWORD
The information within these pages was derived primarily from contemporary magazines and newspapers. I am indebted to all those outstanding journalists and newsmen for their dedicated reporting. Without their stories, we would not have learned about what happened at these events. Secondary sources have also been helpful but to a much lesser extent. Several others have given valuable advice and corrected errors. I extend my appreciation to all those helpful specialists. I am immensely grateful to Leif Snellman for providing a site where these factual and elaborate accounts enable us to relive these long-ago races and also for his incredible lifelike drawings.
	Hans Etzrodt

INTRODUCTION

Felice Nazzaro with the Fiat Grand Prix car was the most successful driver of the 1922 season, comprising four major events. The season opened with the free formula Targa Florio, won by Giulio Masetti (Mercedes). Indianapolis was run to the 3-Liter formula, which did not comply with the European 2-Liter formula and therefore was excluded from the major events. The French Grand Prix, a 2-Liter formula race, was won by Felice Nazzaro (Fiat). The Italian Grand Prix at Monza, held to the 2-Liter formula, was won by Pietro Bordino (Fiat). The Gran Premio d'Autunno at Monza was won by André Dubonnet (Hispano-Suiza). As a result, only Fiat had two victories in the four major 1922 races and should be recognized as the best car of the year. Felice Nazzaro placed on top of the drivers after winning the French Grand Prix and finished second at the Italian Grand Prix.

On October 13, 1921, the A.I.A.C.R. held their fall conference at the ACF building in Paris under the chairmanship of the President, Baron de Zuylen. The Austrian Automobile Club was re-admitted as a member. The re-admission had been delayed for so long until Austria's admittance in the League of Nations was completed. Because Hungary and Germany had not yet been admitted into the League of Nations, the clubs of both countries were not accepted into the A.I.A.C.R. The ACF Sporting Commission published the official regulations for the 1922 Grand Prix, changing from the 1921 3-Liter formula to the 2-Liter formula for 1922 despite the fact that constructor circles had raised doubts, to allow the designers the needed time for building two-liter racecars.

The 1922 Formula was referred to as the 2-liter formula, introduced for 1922, with a maximum engine capacity of 2.0-Liter. The minimum unloaded weight had to be at least 650 kg - 1433 lb. and the minimum body width was 80 cm - 31.5 in. The tail of the car was not to extend beyond the center of the rear axle by more than 150 cm. A riding mechanic was obligatory. The weight of driver and his mechanic had to be at least 120 kg - 264 lb. Repair and replenishment of the car during the race and all pit work was restricted to the driver and one mechanic.

Formula Libre without the 2.0-liter restrictions worked well and produced good racing, allowing 3-Liter cars and others with larger engines to contest non-Formula Grand Prix races.

Targa Florio regulations specified racing cars without restrictions of engine capacity and production cars which were divided into six categories according to engine capacity up to 1.1-liter, 1.5-liter, 2-liter, 3-liter, 4.5-liter and over 4.5-liter. As production car was understood only a car described in the normal factory sales catalogues. As such it had to be for sale and at least 50 chassis had to be produced by the factory. Further, engine stroke and bore, also the lay-out of the valves had to conform with the production type. Competitors had to strip cylinders of engines for inspection. If the production car did not conform with the characteristics required, it was classified as racing car. Entry fee for each car was 2000 lire. The maximum allowable time for classification was ten hours. Drivers and riding mechanics could be changed during the race, however only at the end of a lap, in presence of an official of drivers and mechanics, which had to be predetermined beforehand.

The Races
Only the national clubs of France and Italy held races to the international Grand Prix formula. Indianapolis was run again to the 3-Liter formula and did not comply with the European 2-Liter formula. Other major events like the Targa Florio and the Autumn Grand Prix at Monza were held to formula libre. There were additional minor events for Grand Prix cars, run to formula libre of which the most important was Mugello Circuit, Coppa Montenero at Livorno and Garda Circuit at Salo.

Cancelled Races
The AvD had planned a German GP for September 24, 1922 to take place at the newly finished Grunewaldbahn (Avus), 25 laps = 500 km, for 3-liter formula & 2-liter formula GP cars racing simultaneously. [AAZ (A), No. 17/18, pg. 28] [von Frankenberg: Der Nürburgring, p33]. However, the race could not be staged as an open international event, because Germany, after the lost war, was not yet a full member of the AIACR. But it was authorized to announce this race as "Limited International", which meant as much as certain foreign drivers could have competed if invited. Unfortunately, the event was cancelled because of the general economic situation, and the long-lasting metal workers strikes in West and southern Germany. Several car and accessory companies who had planned to participate, were totally crippled through that strike. [AAZ (A) 1922, No. 43/44, pg. 29] [von Frankenberg: Der Nürburgring, p33]. The event was then planned for May 10, 1923 with the 3-liter formula cars dropped and only 2-liter formula cars allowed. Unchanged was the rule that besides German manufacturers also manufacturers or drivers of those countries were allowed to participate, where German makes were allowed to participate during 1922. Each manufacturer could enter up to five cars.

1922 SEASON LINEUP

Factory Racing Teams

SA Italiana Ing. Nicola Romeo & C. (Milan, Italy)
Alfa Romeo racecars were built by the factory racing department. The early1922 models were the 20-30 ES Sport models with 4.3-Lilter 4-cyl engines giving 67 hp at 2600 rpm and were superseded by the RL series. The RL touring models were started in 1922 with the RL Sport and RL Super Sport as of 1923 entered at races with 2994 cc (76 x 110 mm) 6-cylinder engines giving 71 hp at 3500 rpm and 83 hp at 3600 rpm for the RLSS.
Drivers: Giuseppe Campari - Alberto Ascari - Ugo Sivocci - Enzo Ferrari - Maria A. Avanzo.
Races entered: Targa Florio, Mugello Circuit, Autumn Grand Prix.

Bamford and Martin, Ltd. (London, Great Britain)
Aston Martin was formed in 1921 when Robert Bamford and Lionel Martin joined together again and created a 1389 cc 4-cylinder type, followed by a 1486 cc (65 x 112 mm), 4-cylinder twin o.h.c. engine delivering 57 hp at 3950 rpm. Count Louis Zborowski financed the company which entered two cars at the 1922 French Grand Prix, where both cars retired with engine problems.
Drivers: Louis Zborowski, Clive Gallop.
Races entered: French Grand Prix

SA Automobili Ansaldo (Turin, Italy)
Ansaldo was a great Italian munitions and aircraft concern. After the war as of 1920 Giovanni Ansaldo produced the 4C car with a 4-cylinder 1746 cc o.h.c. engine giving 40 hp at 3000 rpm. The 4CS sports version had a bored-out 1891 cc engine.

Etablissements Ballot (Paris, France)
Ernest Ballot had designed engines for Delage and built his first cars in 1919 with 4.9-Liter 8-cylinder engines for the Indianapolis 500 race, designed by Ernest Henry. The Ballots were the fastest cars at that time. For the 1920 Indianapolis 500 the 3-Liter engine formula went into effect and Ballot built a smaller version of the 4.9-Liter engine, but the Grand Prix was not held that year. For the 1921 French Grand Prix Ballot, entered 3-Liter cars and one smaller race car, the 2LS, which had a 1996 cc (69 x 130 mm), 4-cylinder twin o.h.c. 16-valve engine, giving 90 hp at 5000 rpm, capable of 170 km/h. This car finished third with Goux. The 2LS placed second and third in the 1922 Targa Florio, third at Indianapolis and a 1919 4.9-Liter 8-cylinder Ballot came second at the Monza Autumn Grand Prix.
Drivers: Jules Goux - Giulio Foresti - Count Francesco Conelli entered independently.
Races entered: Targa Florio, French Grand Prix, also independent entry at Autumn Grand Prix (Monza).

Benz & Cie, AG (Mannheim, Germany)
Karl Benz designed and built the first workable motor car in 1885. His company produced their first race car in 1899. Based on Edmund Rumpler's 1921 aeronautical design and license, Hans Nibel, leading Benz designer, was responsible for the construction of a 'teardrop' 2-Liter 6-cylinder mid-engine racecar. Only one car could be completed for the 1922 Italian Grand Prix but was never raced.

S.A. Automobile e Velocipedi Eduardo Bianchi (Milan, Italy)
Bianchi built cars since 1899. Alessandro Silva explained, the Bianchi Tipo 18 was preceded by the side valve Tipo 12 and 15 of 1919/1922 of 1693cc. The Tipo18 was the first oh valve Bianchi engine if we exclude the two examples so called Corsa built for the Autumn Grand Prix at Monza in 1922 (two ohc and 16 oh valve) which were seldom raced after and only by works. The S after the Tipo 18 is apocryphal [= fabricated] and stands for a Tipo 18 specially tuned for racing, but was not an official model.
Drivers: Caberto Conelli - Eugenio Silvani - Meo Costantini.
Races entered: Autumn Grand Prix.

Automobiles Ettore Bugatti (Molsheim, France)
Bugatti had been producing cars since 1909 in Molsheim. In 1922 he constructed the 8-cylinder type 30 powered by a 1989 cc (60 x 88 mm) engine with three valves per cylinder, a two-piece crankshaft in three main bearings (twin-row ball bearings) and the big ends in plain white-metal bearings. Robert Dick states a realistic output during the race was 80 hp at 4000 rpm and a compression ratio of 7 to 1. Four cars were entered at the 1922 French Grand Prix at Strasbourg, finishing in second and third place. At the Italian Grand Prix one car, driven by de Vizcaya, finished third.
Drivers: Pierre Bertrand de Vizcaya - Ernest Friderich - Pierre Marco - Jacques Monès-Maury.
Races entered: French Grand Prix, Italian Grand Prix.

SA Giovanni Ceirano (Turin, Italy)
Before WW I, Ceirano had built the Rapid and the SCAT (Società Ceirano Automobili Torino). In 1919 he made cars under his own name the first car was the CS, a 4-cylinder 15 hp car, bored out they became the CS2 and the CS4 sports. A later model was the CS2H. In 1920 there was a racing version of the CS24 which had a 4-cylinder 3-liter engine.
Drivers: Pietro Cattaneo - Ernesto Ceirano, Tommaso Saccomani, Paolo Arnone.
Races entered: Targa Florio, Mugello Circuit, Autumn Grand Prix.

Chiribiri & Co. (Turin, Italy)
Antonio Chiribiri founded the company in 1913. He began building little sports- and race cars in 1921 which had a pushrod-operated o.h.v. 4-cylinder engine of 1453 cc, giving a top speed of 110 km/h. In 1922, an improved "Monza" type was produced with a 1486 cc (65 x 112 mm), 4-cylinder, twin o.h.c. engine, producing 72 hp at 5,100 rpm. These Voiturettes were able to reach speeds of 165 km/h, and were driven initially by 'Deo' Chiribiri (Amadeo, the son of the constructor) and Jack Scales, who retired at the 1922 Autumn Grand Prix. The Chiribiri Monza appeared as of 1923.
Races entered: Autumn Grand Prix.

Daimler Motoren Gesellschaft (Stuttgart-Untertürkheim, Germany)
Mercedes was in racing since 1901. In 1922 DMG decided to only participate at the Targa Florio with their modified 1914 Grand Prix cars, other large engine cars of the 28/95 type and two 6/25/40 small sports cars. For the Italian Grand Prix at Monza, they entered three cars which could not be completed, due to metal worker strikes and the poor economy in Germany.
Drivers: Max Sailer, Christian Werner, Christian Lautenschlager, Otto Salzer, Ferdinando Minoia and Paul Scheef.
Races entered: Targa Florio.

Automobiles Delage (Courbevoie, Paris, France)
Delage racecars had been in existence since 1906 and were produced in Louis Delage’s factory in Paris. For 1922 he built two 2-Liter cars, of which only one was for racing. Charles Planchon designed the 2 LS with a 4-cylinder engine of 1998 cc (70 x 130 mm) and overhead valves giving 75 hp at 3400 rpm. The car, called Torpille (Torpedo), was raced on 12 August 1922 at the Lyon Speed trial, between Les Chères and Anse, where René Thomas recorded 192 km/h. The car did not appear at the French Grand Prix at Strasbourg. Driver: René Thomas.
Races entered: Lyon Speed trial on 12 August 1922.

Diatto cars were built by Società Anonima Autocostruzioni Diatto (Turin, Italy)
Diatto had started building Cléments under license in 1905 and in 1921 he started his own company. At the beginning of the 2-liter formula in 1922, they produced the Diatto 20S Grand Prix car with a 1,997 cc, 4-cylinder twin o.h.v. engine, delivering 75 hp at 4,500 rpm and a top speed of 155 km/h. Alfieri Maserati worked at his Bologna shop but at times also at the Diatto factory in Turin where he was one of their drivers since 1922.
Drivers: Guido Meregalli - Alfieri Maserati - Domenico Gamboni - Carlo Massola.
Races entered: Targa Florio, Mugello Circuit, Italian Grand Prix, Autumn Grand Prix.

Fiat SpA (Turin, Italy)
Fiat had built race cars since 1904. In 1922 they raced the type 804 with an engine of 1991 cc (65 x 100) 6-cylinder twin o.h.c., delivering 112 hp at 5000 rpm. At the Targa Florio they entered three early tipo 501 cars in the 1500 category for Evasio Lampiano, Enrico Giaccone and Carlo Gasperin. Biagio Nazzaro was entered with a 3.0-L type 801 Grand Prix car in the Racing category, but he crashed the car. At the French Grand Prix Felice Nazzaro won while his nephew Biagio Nazzaro lost his life in an accident. At the Italian Grand Prix Pietro Bordino won ahead of Felice Nazzaro.
Drivers: Pietro Bordino - Enrico Giaccone - Felice Nazzaro - Biagio Nazzaro.
Races entered: Targa Florio, French Grand Prix (Strasbourg), Italian Prix (Monza).

Heim & Co, Badische Automobilfabrik (Mannhein, Germany)
Franz Heim, former engineer and race driver with Benz, started his own factory after WW I. In 1921 he produced his first car, a 2086 cc (81.5 x 100 mm) 4-cylinder side-valve model, producing 42 hp at 2850 rpm. He drove this car equipped with Selve engine at the 1921 and 1922 Avusrennen. At the 1922 Italian Grand Prix, three cars with shorter wheelbase and aluminum body, called the 8/60 Monza, were entered. The 4-cylinder Basse & Selve engine had to be reduced to 1985 cc (79.5 x 100 mm), quoted at 60-65 hp. Only two cars started and retired early in the race.
Drivers: Franz Heim - Reinhold Stahl.
Races entered: Avusrennen, Italian Prix (Monza).

SA des Etablissements Rolland Pilain (Tours, France)
The French marque was in business since 1906. For the 1922 Grand Prix the engineer Grillot designed a 2-Liter twin o.h.c. straight-eight engine with a ball bearing crank, desmodromic operation of the valves, hydraulic front brakes and a nice streamlined tail, painted light blue. But the 1983 cc (59.7 x 90 mm) 8-cylinder engine with twin o.h.c. desmodromic 16-valves, did not work out and the cars were raced with normal valve operation.
Drivers: Albert Guyot - Victor Hémery - Louis Wagner.
Races entered: French Grand Prix.

Steyr cars were manufactured in the Österreichische Waffenfabriks Gesellschaft (Steyr, Austria)
As an arms manufacturer after the war, they began building cars in 1920. In the early Twenties, Steyr was the largest Automobile producer in Austria in the town of Steyr. One of their first models, the type VI 11/50 hp was a 6-cylinder 3000 cc touring car of which two cars were entered at the Targa Florio for Silvani and Hieronimus, who won the 3000 Category. The factory entered also a Steyr VI Sport 15/90 hp fitted with a 4.5-L engine at the 1922 Targa Florio.
Drivers: Eugenio Silvani - Otto Hieronimus - Gastone Brilli-Peri.
Races entered: Targa Florio.

Sunbeam Motor Car Company Ltd, (Wolverhamton, Staffs., England)
Their racing history went back as far as 1907. In 1922, the beginning of the 2-liter formula, they raced a 4-cylinder car with 1975 cc (68 x 136 mm) twin o.h.c. engine with four valves per cylinder, delivering 83 hp at 4250 rpm. The three cars entered at the French Grand Prix, all retired because the team changed the gear ratio from 3.6 to 3.8 the day before the race to improve acceleration. As a result, the engines ran at a higher rpm, causing inlet valves to break. Sunbeam had entered for the Italian Grand Prix but did not appear.
Drivers: Henry Segrave - Kenelm Lee Guinness - Jean Chassagne.
Races entered: French Grand Prix at Strasbourg.

VICTORIOUS DRIVERS and others nearby

The success of drivers in Major Grand Prix races can be found in the list of 1922 Major Grand Prix Races.

Felice Nazzaro, 42, born in 1880, was the son of a Turin coal merchant. At the age of 15 he began an apprenticeship at the small firm of Ceirano, where he worked under the direction of Vincenzo Lancia in the experimental department, assigned to test the finished chassis. In 1899 the Ceirano firm was absorbed by F.I.A.T., where both drivers carried on in experimentation. In 1900, the two drivers began racing for Fiat in Italy. Amongst the lager events, Nazzaro won the 1905 Mont Cenis Climb and at the Gordon Bennett Race he finished second. The following year he came second at the French Grand Prix. In 1907 he won three major races, the Targa Florio, the Kaiser-Prize and the French Grand Prix at Dieppe. He won the 1908 Coppa Florio at Bologna and the same year came third at the American Grand Prize in Savannah. In 1911 Nazzaro left Fiat to form his own company and produced his own cars as of 1912. With his Nazzaro car he won the 1913 Targa Florio and the 1914 Coppa Florio. Count Vincenzo Florio employed him for four years to take care of his car fleet. For some time, Nazzaro was also the chauffeur for the Pope. In 1922, the Fiat President, Senator Agnelli, invited Nazzaro to rejoin the Fiat racing team. He won the French Grand Prix at Strasbourg and finished second at the Italian Grand Prix at Monza to become the most successful driver of 1922.

Pierre de Vizcaya, 28, born 5 July 1894 in Altfort, Alzacija, Spain, was the son of the banker Vizcaya, who had five sons and one daughter. Two of his brothers, Fernando and Juan also raced cars. As of 1920 Pierre de Vizcaya drove for the Bugatti works team, winning the 1921 Penya-Rhin Grand Prix with a 1500 Bugatti, came second at the Voiturette Grand Prix at Monza and was fourth at the Brooklands 200-Mile race. At the 1922 French Grand Prix in Strasbourg, he finished second and came third at the Italian Grand Prix.

Pietro Bordino, 35, was born 22 November 1887 in Turin, Italy. In 1904 at age 17 he became a Fiat riding mechanic for Lancia and Nazzaro. He drove himself in 1908, winning his first race the Chateau Thierry climb. In 1910 he won the 1-Mile speed trial at Modena. The following year he participated at Brooklands record attempts with a special Fiat and finished eighth in the 1913 Targa Florio. In 1921 he was part of the Fiat racing team, setting the fastest lap at the Italian Grand Prix in Brescia but retired in the race. He was leading the 1922 French Grand Prix at Strasbourg almost the entire race but his car broke down just short of the end after having set the fastest lap of the race. Bordino won the Voiturette Grand Prix at Monza and the following week was victorious at the Italian Grand Prix in great style.

Giulio Masetti, 28, was born 22 December 1894 in Vinci near Florence, Italy. His 3-year younger brother, the Count Carlo Masetti, was born 22. September 1897. Both brothers raced at the 1919 Targa Florio, Carlo placed fourth in an Aquila-Italiana and Giulio sixth in a Fiat. Giulio became more famous, after winning the 1921 and 1922 Targa Florio with Fiat and Mercedes. At the French Grand Prix at Strasbourg, he raced a Ballot but the car broke down. The following month his brother Carlo won the 1922 Coppa Montenero with a 1500 Bugatti.

André Dubonnet, 25, born 28 June 1897 in Paris, France, was the son of Joseph Dubonnet, the founder of the Dubonnet aperitif firm. He inherited his great wealth. During WW I he was Sergeant, credited with six aerial victories as pilot for France. After the war he began racing a large Hispano-Suiza, winning the 1921 Georges-Boillot-Memorial-Cup at Boulogne. The same year he was given a place in the Duesenberg team at the French Grand Prix and surprised everyone by finishing in fourth place. In 1922 he crashed at the Coupe Georges Boillot but at the end of the year at the Monza Autumn Grand Prix he won with his large Hispano-Suiza against strong opposition.

Antonio Ascari, 34, born in Italy, started driving in 1911 with a De Vecchi at a Modena touring event. Thereafter he joined ALFA as test driver. In 1919, he won the Parma-Poggio di Berceto and Coppa della Consuma hill climbs with his own 4.5-L Fiat racecar but crashed with that car at the Targa Florio. As of 1921, he drove for the Alfa Romeo team, winning the Parma-Poggio di Berceto hill climb but crashed at Mugello. He finished in fourth place at the 1922 Targa Florio but retired at the Mugello Circuit and also at the Autumn Grand Prix at Monza.

IN MEMORIAM

March 6 1922 --- Heinz von Opel (D), embarked from Kitzbühel, Tyrol in Austria on a skiing tour to reach the 3700-meter-high Gross-Glockner with the assistance of a mountain climber. They reached a height of 3200 meters and were evidently surprised by an avalanche, as from this point of their trail it could not be followed. On March 13 his body was found. Heinz was the son of Heinrich von Opel, the founder of the automobile factory in Rüsselsheim. Heinz had raced at the Avusrennen Opening race and also at the 1921 Reichsfahrt. At the Heidelberg Speed-Trial he placed first and finished third in the hill climb.

May 8, 1922 --- Otto Hieronimus (A), born July 26, 1879 in Cologne (Köln), Germany, died driving a 6-cylinder Steyr during practice for the 6 km Riesberg hill climb, near Graz, Austria. On his first practice day, he lost control of the car in a turn, crashed and was seriously injured. After being transported to the hospital, he died shortly thereafter, 42 years old. His riding mechanic Keppler escaped with minor injuries and was unable to explain what happened.
In 1895 Otto Hieronymus, as his name was written at first, worked as an apprentice at the Benz factory in Mannheim, Germany, where he soon was placed in the design office. When he had to transfer a car to Vienna (Wien), Austria, to Arnold Spitz, he was immediately employed to design as of 1901 the Spitz cars with De Dion engines to be manufactured by Gräf & Stift. The Engineer Hieronimus was the most prominent automobile driver of Austria. He had become famous after winning the tour Petersburg-Sebastopol in 1911. He also was known as one of the oldest Austrian race drivers. For a longtime he was chief designer at Laurin & Klement, then at Werner & Pfleiderer and later he managed the Warchalowsky A.G. During the war he designed the Austrian Hiero-Aero engine. He always found time to take part at sporting events to race cars and won many events and hill climbs.

July 15, 1922 --- Biagio Nazzaro (I), born July 3, 1890 in Turin, Italy, crashed during the last laps of the French Grand Prix at Strasbourg, when his Fiat 804 lost a rear wheel at top speed. The car hit a tree and rolled over several times. Driver and riding mechanic Felice Germano were both seriously injured and transported to the Strasbourg Hospital where Biagio Nazzaro died shortly after arrival. His injured riding mechanic Germano survived as of 27 July 1922, according to an article in La Stampa. Biagio Nazzaro was the nephew of the great Felice Nazzaro who learned about Biagio's demise after winning the Grand Prix a few laps after the crash.
Biagio Nazzaro started racing motorcycles in 1920 achieving great success, before he began racing cars in 1922. With help from his uncle Felice Nazzaro, he joined the Fiat racing team and drove one of their cars at the Targa Florio where he crashed, luckily without suffering injuries. The following month he finished with the same car in second place at the Parma-Poggio di Berceto climb. His next race was the French Grand Prix, where a failure on his Fiats rear axle caused his car to leave the road at top speed.

September 9, 1922 --- Fritz Kuhn (D), born in Heidelberg, Germany, had settled in Austria. During practice the day before the Italian Grand Prix, Kuhn entered the first turn of the highspeed oval, when his Austro-Daimler Sascha went into a slide as some spokes of the left rear wheel ruptured under the load, causing the car to slide towards the outside of the turn, hit the outer border sandbags, spun across and around without overturning. Kuhn and his riding mechanic Fiedler were thrown from the car by the impact. Kuhn fell unfortunately and was immediately dead while Fiedler escaped with severe injuries. Fritz Kuhn was employed as Austro-Daimler test driver and raced for them at the Ries hill climb and the Targa Florio.

November 19, 1922 --- Giuseppe Giacchino (I), born in Italy, was riding mechanic of Guido Meregalli in a Diatto at the Coppa Florio. On the second lap after 37 kilometers, Guido Meregalli driving the very fast 3-liter Diatto took a slow turn at much too high a speed, ran off the road and overturned. The driver escaped with a broken arm and severe head injuries, while his riding mechanic Giuseppe Giacchino was killed instantly. This was the first fatal accident to happen at the Targa Florio. HE 2/21 "

40 Giulio Masetti
Count G. Masetti
Mercedes 1914 GP 18/100

14 Jules Goux
Etablissements Ballot
Ballot 2LS

18 Giulio Foresti
Etablissements Ballot
Ballot 2LS

TARGA FLORIO

Medio Circuito Madonie - Palermo (I), 2 April 1922.
Targa Florio: 4 laps x 108 km (67.1 mi) = 432 km (268.4 mi)

No.	Driver	Entrant	Car	Type	Engine

	Category up to 1100 cc
1	Alexander Kolowrat	Österreichische Daimler Motoren AG	Austro-Daimler	Sascha 5/15 PS	1.1	S-4
2	Lambert Pöcher	Österreichische Daimler Motoren AG	Austro-Daimler	Sascha 5/15 PS	1.1	S-4
3	Fritz Kuhn	Österreichische Daimler Motoren AG	Austro-Daimler	Sascha 5/15 PS	1.1	S-4

	Category 1101 to 1500 cc
4	Carlo Gasparin	Fiat SpA	Fiat	501SS	1.5	S-4
5	Enrico Giaccone	Fiat SpA	Fiat	501-404	1.5	S-4
6	Evasio Lampiano	Fiat SpA	Fiat	501SS	1.5	S-4
7	Ferruccio Cercignani	F. Cercignani	Wanderer	5/15 W4	1.3	S-4
8	Jacob Scholl	J. Scholl	Wanderer	5/15 W4	1.3	S-4
9	Ferdinando Minoia	Daimler Motoren Gesellschaft	Mercedes	6/40/65 s/c	1.5	S-4
10	Raymond De Tornaco	R. De Tornaco	De Tomaco	Bugatti	1.5	S-4	DNA - did not appear
11	Paolo Tuccimei	P. Tuccimei	Chiribiri	Roma 5000	1.5	S-4	DNS - did not start
12	Paul Scheef	Daimler Motoren Gesellschaft	Mercedes	6/40/65 s/c	1.5	S-4
13	Tersilio Bergese	T. Bergese	Fiat	501SS	1.5	S-4

	Category 1501 to 2000 cc
14	Jules Goux	Etablissements Ballot	Ballot	2LS	2.0	S-4
15	Guido Meregalli	Società Anonima Autocostruzioni Diatto	Diatto	20	2.0	S-4
16	Domenico Gamboni	Società Anonima Autocostruzioni Diatto	Diatto	20	2.0	S-4
17	Carlo Massola	Società Anonima Autocostruzioni Diatto	Diatto	20	2.0	S-4
18	Giulio Foresti	Etablissements Ballot	Ballot	2LS	2.0	S-4
19	Hermann Rützler	Österreichische Waffenfabriks Gesellschaft	Steyr	7/23 hp	1.8	S-4

	Category 2001 to 3000 cc
20	Tommaso Saccomani	Società Anonima Giovanni Ceirano	Ceirano	CS2H	3.0	S-4
21	Claudio Sandonnino	Fabbrica Automobili Itala	Itala	51S	2.8	S-4
22	Giuseppe Rebuffo	Fabbrica Automobili Itala	Itala	51S	2.8	S-4
23	Paolo Arnone	P. Arnone	Ceirano	CS2H	3.0	S-4
24	Eugenio Silvani	Österreichische Waffenfabriks Gesellschaft	Steyr	VI 11/50 hp	3.0	S-6
25	Antonio Moriondo	Fabbrica Automobili Itala	Itala	51S	2.8	S-4
26	Abele Clerici	SA Italiana Ing. Nicola Romeo & C	Alfa Romeo	RL prototype	3.0	S-6	DNA - did not appear
27	Ernesto Ceirano	Società Anonima Giovanni Ceirano	Ceirano	CS2H	3.0	S-4
28	Augusto Tarabusi	SA Italiana Ing. Nicola Romeo & C	Alfa Romeo	RL prototype	3.0	S-6
29	Luigi Lopez	Fabbrica Automobili Itala	Itala	51S	2.8	S-4
30	Otto Hieronimus	Österreichische Waffenfabriks Gesellschaft	Steyr	VI 11/50 hp	3.0	S-6
31	Enrico Wild	Fabbrica Automobili Itala	Itala	51S	2.8	S-4
32	Pietro Cattaneo	Società Anonima Giovanni Ceirano	Ceirano	CS2H	3.0	S-4

	Category 3001 to 4500 cc
33	Gastone Brilli-Peri	Österreichische Waffenfabriks Gesellschaft	Steyr VI Sport	15/90 hp	4.5	S-6
34	Maria A. Avanzo	SA Italiana Ing. Nicola Romeo & C	Alfa Romeo	20/30 ES	4.2	S-4
35	Antonio Ascari	SA Italiana Ing. Nicola Romeo & C	Alfa Romeo	20/30 ES	4.2	S-4
36	Ugo Sivocci	SA Italiana Ing. Nicola Romeo & C	Alfa Romeo	20/30 ES	4.2	S-4
37	Enzo Ferrari	SA Italiana Ing. Nicola Romeo & C	Alfa Romeo	20/30 ES	4.2	S-4

	Category over 4500 cc
38	Max Sailer	Daimler Motoren Gesellschaft	Mercedes	28/95 s/c	7.2	S-6
39	Christian Werner	Daimler Motoren Gesellschaft	Mercedes	28/95	7.2	S-6

	Racing Car Category
40	Giulio Masetti	Count G. Masetti	Mercedes	1914 GP 18/100	4.5	S-4
41	Biagio Nazzaro	Fiat SpA	Fiat	801 w. 401 engine	3.0	S-4
42	Christian Lautenschlager	Daimler Motoren Gesellschaft	Mercedes	1914 GP 18/100	4.5	S-4
43	Otto Salzer	Daimler Motoren Gesellschaft	Mercedes	1914 GP 18/100	4.5	S-4
44	Guido Landi	G. Landi	Itala	51S	2.8	S-4	DNA - did not appear
45	Giuseppe Campari	SA Italiana Ing. Nicola Romeo & C	Alfa Romeo	40/60	6.1	S-4
46	Alfred Neubauer	Österreichische Daimler Motoren AG	Austro-Daimler	Sascha 5/15 PS	1.1	S-4

Giulio Masetti wins the Targa Florio with Mercedes

by Hans Etzrodt

The 1922 free formula Targa Florio was considered the most important race of the year with 42 cars at the start from Italy, France, Austria and Germany. It was the first time that a supercharged engine was tested in any race by Mercedes in three of their cars. Entries by Wanderer, Austro-Daimler, Steyr, Fiat, Alfa Romeo, Itala, Ceirano, Diatto and Ballot completed the field, with drivers from four nations. The Targa Florio was more international than the French or Italian Grand Prix. The 46 entries were divided into seven categories. The first lap was led by Masetti's red Mercedes at a new record speed of over 66 km/h. Goux (Ballot) was second and Ascari (Alfa Romeo) third, followed by B. Nazzaro (Fiat), Sailer (Mercedes) and Foresti (Ballot). Four cars retired on the first lap. When Masetti stopped for five minutes, he lost the lead to Goux with Giaccone third, followed by Sailer, Foresti and Ascari. On lap two Meregalli overturned his Diatto and his riding mechanic Giacchino was killed. The order remained the same on the third lap but Ascari was now fourth ahead of Foresti and Sailer while another ten cars had retired. On the fourth lap Goux changed tires while Masetti made up a lot of time and won by nearly two minutes from Goux. Amongst the 25 finishers were the six category winners, Sailer (Mercedes) over 4500 cc, Ascari (Alfa Romeo) 4500 cc, Hieronimus (Steyr) 3000 cc, Goux (Ballot) 2000 cc, Giaccone (Fiat) 1500 cc and Kuhn (Austro-Daimler) 1100 cc.

The Targa Florio was named after its founder, Count Vincenzo Florio. The 1922 Targa Florio was the 13th repetition and was held to free formula regulations, specifying a racing car category without restrictions of engine capacity and production cars which were divided into six categories according to engine capacity. Category I up to 1100 cc, II up to 1500 cc, III up to 2000 cc, IV up to 3000 cc, V up to 4500 cc and category VI over 4500 cc. As production car was understood only a car described in the normal factory sales catalogues. As such it had to be for sale and at least 50 chassis had to be produced by the factory. Further, engine stroke and bore, also the lay-out of the valves had to conform with the production type. Competitors had to strip cylinders of engines for inspection. If the production car did not conform with the characteristics required, it was classified as racing car. Drivers and riding mechanics could be changed during the race, which had to be predetermined beforehand, however only at the end of a lap, in presence of an official. The maximum time allowance was one hour after the first finisher in the respective category.
The cars had to cover four laps of the 108 km Medium Madonie circuit, equal to 432 km. It was in use since 1919 and included approximately 1500 corners per lap through the mountainous Madonie region of Sicily. The narrow circuit with its steep gradients was a true measure of both driver and car. The start and finish took place near the Cerda train station just a few meters above sea level. The road led several miles up to Cerda village at 273 meters altitude. From here the course twisted uphill to Caltavuturo at 640 meters. From this village the tight, twisting roads wound through the Madonie Mountains and turned back past a depot to refuel and change tires in the town of Polizzi, 917 meters above sea level. Tortuous hairpin bends followed next, snaking downhill through the mountain village of Collesano at 500 meters and then on to Campofelice, just 50 meters above sea level. From there it was downhill to the seven km fast coastal straight where it was possible to use top gear. Then the circuit turned inland to the finish near the Cerda train station.
The Reale Automobile Club d'Italia and the Automobile Club di Sicilia awarded the overall winner a large gold medal, the Targa Florio, and 25,000 lire. The individual category winners were awarded a bronze replica of the Targa Florio, the second received a large gold medal, the third a small gold medal. All mechanics of winning cars received a silver medal.

Entries:
For the first time since 1914, Mercedes made a great effort to go racing again by entering seven cars, which were driven on their own power from Stuttgart over Zürich to Napoli and from there per ship to Palermo. The large list of 46 entries with only 42 starters was divided into seven categories.
Category I, up to 1100 cc:
Austro-Daimler entered four 1100 cc Sascha cars for Count Alexander Kolowrat, Lambert Pöcher and Fritz Kuhn in production cars while Alfred Neubauer drove the same type with modifications as racing car.
Category II, up to 1500 cc:
Fiat entered three cars for Evasio Lampiano, Enrico Giaccone and Carlo Gasparin, a Fiat agent in Palermo. . They did not have a regular 501 engine and the car might have been called 501 SS, while Giaccone drove a model 501-404. The Fiat 501 S was a different car as of 1923. Mercedes entered two of their supercharged 6/40/65 sports cars with 1500 cc (65 x 113), 4-cylinder twin o.h.c. 16-valve engine, producing 54 hp without supercharger at 4500 rpm and 79 hp with supercharger. The maximum engine speed was limited at 4740 rpm. The drivers were Ferdinando Minoia and Paul Scheef. The Chiribiri of Paolo Tuccimei did not start. The body of the car was called "Targa Florio" type. Behind the seats was the tank, then a lot of spare tires, leaning on top of the other, parallel to the ground. These racing cars from 1922-23 were type Roma 5000, called Roma as it debuted at Vermicino-Rocca di Papa 1921. There were two independent 5/15 W4 Wanderer entries for Jacob Scholl and Ferruccio Cercignani. Tersilio Bergese with another Fiat 501 SS was independent.
Category III, up to 2000 cc:
Ballot entered two type 2LS, which had a 1996 cc (69 x 130 mm), 4-cylinder twin o.h.c. 16-valve engine, giving 90 hp at 5000 rpm, capable of 170 km/h for Jules Goux and Giulio Foresti. Diatto arrived with three type 20S Grand Prix cars with a 1,997 cc, 4-cylinder twin o.h.v. engine, delivering 75 hp at 4,500 rpm and a top speed of 155 km/h. The drivers were Guido Meregalli, Domenico Gamboni and Carlo Massola. Steyr entered one 7/23 hp car with 1.8-L 4-cyl. engine for Hermann Rützler.
Category IV up to 3000 cc:
Itala entered five type 51S cars with 2.8-L 4-cylinder engines for Claudio Sandonnino, Giuseppe Rebuffo, Antonio Moriondo, Luigi Lopez and Enrico Wild. Alfa Romeo arrived with two of the 3.0-L 6-cyl. RL prototypes for Abelle Clerici and Augusto Tarabusi, but Clerici did not appear. Ceirano entered three type CS2H cars for Tommaso Saccomani, Ernesto Ceirano and Pietro Cattaneo with Paolo Arnone an independent entry. Steyr appeared with two of their type VI 11/50 hp for Eugenio Silvani and Otto Hieronimus.
Category V up to 4500 cc:
Alfa Romeo entered the 20/30 ES types with 4.2-L 4-cyl. engines for Antonio Ascari, Ugo Sivocci, Enzo Ferrari and Baroness Maria Antonietta Avanzo. The Steyr Company arrived with a single type VI Sport 15/90 hp with 4.5-Liter 6-cylinder o.h.c. engine delivering over 100 hp at 3000 rpm for Gastone Brilli-Peri.
Category VI over 4500 cc:
Only two entries were placed by Mercedes for Max Sailer and Christian Werner driving the type 28/95 with 7250 cc (105 x 140) 6-cylinder engines, modified since 1913. Sailer drove again his 1921 Targa Florio car which was further changed, fitting a supercharger to make the car faster with now 140 hp available.
Category VII Racing Car Category:
Mercedes arrived with two of their updated 1914 Grand Prix cars for Christian Lautenschlager and Otto Salzer. Count Giulio Masetti raced a similar type but painted in red. Alfa Romeo entered the 40/60 type with 6.1-L 4-cyl. engine for Giuseppe Campari. Fiat appeared with a type 801, a 1921 Grand Prix car with 3-L 8-cylinder engine for Biagio Nazzaro. There was also another Itala 51S for Guido Landi and a modified Austro Daimler 1100 cc Sascha for Alfred Neubauer.

Race:
In the first hours of Sunday morning an enormous pilgrimage of local enthusiasts arrived by special trains, cars and on foot. At 6:00 AM the sky was covered and it was cool when the cars lined up, ready for the race. The favorite was Count Giulio Masetti who had won the Targa Florio in 1921 with a Fiat. Amongst the non-starters was De Tomaco (1500 Bugatti), the Chiribiri driver Tuccimei, Clerici (Alfa Romeo) and Landi (Itala), which left a field of 42 starters. The entries were decided by drawing lots for each category. The cars started individually in order of race numbers at intervals of two minutes and the same interval between categories. However, the cars were not necessarily released at two-minutes intervals. The starting times were determined beforehand according to the race numbers and if cars did not appear at the start (e. g. #10 and #11), then the car #12 was held to its predetermined time of departure. The start began at 6:30 in the morning and the last car left at 8:12.

6:30

Kolowrat

Austro-Daimler

1100 cc

6:32

Pöcher

Austro-Daimler

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6:34

Kuhn

Austro-Daimler

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6:36

interval between categories