27 Emilio Materassi
E. Materassi
Itala Spcl. Hispano-Suiza 
21 Giulio Aymini
G. Aymini
Diatto 30 
16 Franco Mazzotti
F. Mazzotti
Bugatti T35
COPPA MONTENERO
Circuito Montenero - Livorno (I), 16 August 1925.
10 laps x 22.5 km (13.98 mi) = 225 km (139.8 mi)
Materassi wins the Coppa Montenero with his Itala Special
by Hans Etzrodt
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The 26 starters were divided into three categories for the 225 km Coppa Montenero race. Materassi (5.8-Liter Itala Special) and Carlo Masetti (2.0-liter GP Bugatti) were the favorites in
the 10-lap race. But Aymini (2.0-L Diatto) led the first lap and Masetti the second. Aymini retook the lead the next lap but De Sterlich (3.0-L Diatto) forced his way to the top on lap
four. He held first place for another lap but was then ousted by Materassi (5.8-L Itala Spl.) who was leading the last five laps. He won ahead of Aymini, followed by Mazzotti
(2.0-L GP Bugatti), De Sterlich, Balestero (2.0-L OM), Bonamico (2.0-L Diatto) and Pieranzi (1.5-L Ceirano), who was the last and seventh finisher. Three drivers exceeded the allowable
time, two were flagged off and 14 drivers retired, Count Carlo Masetti amongst them.
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The races on the Montenero Circuit near Livorno (Leghorn in English) had been held since September 25, 1921 when the sportsman Paolo Fabbrini launched an event to show that Livorno could
organize a car race of some importance. Corrado Lotti in an Ansaldo was the first winner. The course was also called the Circuito del Romito from 1922 onwards. The start was in Ardenza
di mare at the Principe di Napoli bridge - then along Via della Torre - Via del Pastore - Via del Littorale (Ardenza) - under the railway - Via di Montenero - Via del Castellaccio -
Savolano - climbing up to Castellaccio - Via di Quercianella (the new road) - and then the descent to the sea at Romito - Via Littorale - Antigua Barrier (Marroccone) - Via Amerigo
Vespucci - Via Duca Cosinio - Via dei Bagni - Viale Vittorio Emanuele II - to the finish at Ardenza di mare. The course remained unchanged in subsequent years and was considered difficult
without being dangerous, and was full of natural beauty. The narrow road twisted through 164 curves with steep gradients through the mountains and was a small replica of the Madonie in
Sicily, but considerably shorter and did not allow high speeds. Ten laps had to be driven round the 22.5 km circuit, a total of 225 km.
The Auto Moto Club Livorno held the 1925 Coppa Montenero for its fifth running. The cars were divided into three classes, up to 1500 cc, 1501 to 2000 cc, and over 2000 cc.
Scrutineering of the cars took place on Saturday from 9:00 AM to 5:00 PM at the headquarters of the organizing club.
The race had a prize fund of 10,000 lire. The overall winner would be presented with the Coppa Montenero, a challenge trophy and gift from the Mayor of Livorno and would also receive
5,000 lire, second 2,500 and third 1,000.
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Entries:
Many of the better-known Italian drivers appeared for the Coppa Montenero and 30 entries were received. The 1924 winner, Renato Balestrero, started again with his OM in the 2-Liter class.
However, Emilio Materassi, winner at the Savio and Mugello circuits, was the favourite with his large 5.8-Liter Itala Special. The car had only a few Itala parts (clutch, gearbox,
transmission) so to call it an Itala 55 Special, as was often done, is misleading. It had a makeshift chassis and suspension. It was called an Itala for publicity reasons as Materassi
owned the Itala agency in Florence. The engine was half of a V8 Hispano-Suiza aircraft engine so the capacity was about 5.8 liters. The figure of precisely 4722cc, which is to be found
in prevailing motor sport literature, is a mystery. This is well explained in Alessandro Silva's article about Italian aero-engined specials, which was published in The Automobile
magazine. Count Carlo Masetti, victorious at the Rome Grand Prix in February, was expected to challenge Materassi with his Grand Prix Bugatti as were Mazzotti and Count Antonelli with
the same type of car. The Diattos of De Sterlich and Aymini were not as fast, including the 3-liter Alfa Romeos of Bertocci and Cerrato. Egisto Razzauti, a native of Livorno, started
with a 3-liter Ford. The 1500 category comprised 10 cars, all of which started. A complete list of entries is at the beginning of this report.
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Race:
The Coppa Montenero obtained magnificent success, both for the competition of the drivers and the organization by the Automobile Club of Livorno. Long before the start, a large crowd
had lined up along the circuit and had occupied the stands placed at the finish. Because of the dusty dirt-roads, the cars were started individually from a standing start in order of
their race numbers with intervals of 30 seconds. The starting procedures were the same as seen at the Targa Florio and Mugello.
The circuit was closed at 8:55 AM and the cars were lined up behind the starting line. The minister Count Costanzo Ciano was present and the timekeeper Radice was ready. At 9:00 AM
the 1500 Fiat of Strozzi was the first to start amongst great applause by the crowd. He was followed by the other cars at an interval of one minute between categories. The last car
started at 9.16 AM.
During the first lap Aymini was the fastest, leading with Materassi right behind his rear wheels, who was followed just seconds behind by Beretta and De Sterlich. None of the cars
retired, but at the beginning of the second lap, four drivers ended their race due to problems they had experienced. The order of the 26-car field was as follows after the first lap:
| 1. | Aymini (Diatto) | 18m56.0s | 2000 cc |
| 2. | Materassi (Itala Spl) | 18m56.2s | over 2000 cc |
| 3. | Berretta (Aurea) | 18m57.6s | 1500 cc |
| 4. | De Sterlich (Diatto) | 19m06.4s | over 2000 cc |
| 5. | Masetti (Bugatti) | 19m19.2s | 2000 cc | Masetti was not listed; 2nd lap in 18m08s |
| 6. | Mazzotti (Bugatti) | 19m19.2s | 2000 cc |
| 7. | Baroncini (Diatto) | 19m25.4s | 2000 cc |
| 8. | Balestrero (OM) | 19m35.4s | 2000 cc |
| 9. | Pieranzi (Ceirano) | 20m17.0s | 1500 cc |
| 10. | Beccaria (Ceirano) | 21m16.2s | 1500 cc |
| 11. | Panerai (Chiribiri) | 21m23.2s | 1500 cc |
| 12. | Bonamico (Diatto) | 22m07.4s | 2000 cc |
| 13. | Razzauti (Diatto) | 22m13.0s | 2000 cc |
| 14. | Vitali (Fiat) | 22m16.6s | 1500 cc |
| 15. | Massero (Diatto) | 22m35.4s | 2000 cc |
| 16. | Ruggeri (Alfa Romeo) | 23m10.6s | over 2000 cc |
| 17. | Panicucci (S.A.M.) | 23m30.2s | 1500 cc |
| 18. | Razzauti (Ford) | 23m34.6s | over 2000 cc |
| 19. | Strozzi (Fiat) | 24m03.2s | 1500 cc |
| 20. | Ceratto (Alfa Romeo) | 24m10.0s | over 2000 cc |
| 21. | Calissoni (S.A.M.) | 24m18.0s | 1500 cc |
| 22. | Montanari (Bugatti) | 24m26.2s | 1500 cc |
| 23. | Giovannini (Bugatti) | 24m56.2s | 1500 cc |
| 24. | Colzi (Alfa Romeo) | 27m32.2s | 2000 cc |
| 25. | Bertocci (Alfa Romeo) | 30m04.2s | over 2000 cc |
| 26. | Antonelli (Bugatti) | 42m50.0s | 2000 cc | 1 lap behind |
On the second lap Masetti had gained the lead by driving a record lap in 18m08s at 74.448 km/h average speed. He was leading Aymini by 20 seconds, Materassi by 22s and De Sterlich by
28s. The four retirements at the beginning of lap two included Antonelli (Bugatti) with failure of a rear wheel. Colzi, whose Alfa Romeo had incurred irregularities from the beginning,
retired at the pits including Razzauti (Ford). The Marquis Strozzi (Fiat) ended the race due to the supercharger tube failure. Meanwhile, the August sun began to shine undauntedly.
Beretta (Aurea) had dropped from third to 19th place after incurring unknown problems and Baroncini (Diatto) fell from 7th to last place. Montanari (Bugatti) climbed from 22nd to
12th position. Masetti's average lap time over the last two laps was 18m43.6s with the 22-car field in this order after the 2nd lap:
| 1. | Masetti (Bugatti) | 37m27.2s | 2000 cc |
| 2. | Aymini (Diatto) | 37m47.2s | 2000 cc |
| 3. | Materassi (Itala Spl) | 37m49.6s | over 2000 cc |
| 4. | De Sterlich (Diatto) | 37m55.0s | over 2000 cc |
| 5. | Mazzotti (Bugatti) | 39m22.2s | 2000 cc |
| 6. | Balestrero (OM) | 39m36.0s | 2000 cc |
| 7. | Pieranzi (Ceirano) | 41m35.8s | 1500 cc |
| 8. | Razzauti (Diatto) | 41m42.0s | 2000 cc |
| 9. | Panerai (Chiribiri) | 42m18.8s | 1500 cc |
| 10. | Beccaria (Ceirano) | 42m32.6s | 1500 cc |
| 11. | Bonamico (Diatto) | 44m02.6s | 2000 cc |
| 12. | Montanari (Bugatti) | 45m03.4s | 1500 cc |
| 13. | Massero (Diatto) | 45m12.6s | 2000 cc |
| 14. | Ruggeri (Alfa Romeo) | 46m38.8s | over 2000 cc |
| 15. | Panicucci (S.A.M.) | 46m49.0s | 1500 cc |
| 16. | Vitali (Fiat) | 47m19.2s | 1500 cc |
| 17. | Ceratto (Alfa Romeo) | 48m26.2s | over 2000 cc |
| 18. | Giovannini (Bugatti) | | 1500 cc | Giovannini (Bugatti) was not listed |
| 19. | Bertocci (Alfa Romeo) | 50m18.0s | over 2000 cc |
| 20. | Berretta (Aurea) | 53m35.8s | 1500 cc |
| 21. | Calissoni (S.A.M.) | 54m02.2s | 1500 cc |
| 22. | Baroncini (Diatto) | 1h01m24.8s | 2000 cc | 1 lap behind |
After the third lap Aymini had retaken the lead which he had held on the first lap. Materassi followed 13 seconds behind, ahead of De Sterlich, Mazzotti, Masetti and Balestrero. Vitali's
1500 Fiat retired at the beginning of the 3rd lap due to clutch failure. Aymini's average lap time over the first three laps was 18m51.8s with the order of the 21-car field as follows
after the 3rd lap:
| 1. | Aymini (Diatto) | 56m35.4s | 2000 cc | printed time was 50m35.4s, which we changed |
| 2. | Materassi (Itala Spl) | 56m48.6s | over 2000 cc |
| 3. | De Sterlich (Diatto) | 57m20.0s | over 2000 cc |
| 4. | Mazzotti (Bugatti) | 58m13.6s | 2000 cc |
| 5. | Masetti (Bugatti) | 59m00.6s | 2000 cc |
| 6. | Balestrero (OM) | 59m10.0s | 2000 cc |
| 7. | Pieranzi (Ceirano) | 1h02m24.2s | 1500 cc |
| 8. | Razzauti (Diatto) | | 2000 cc | Razzauti (Diatto) was not listed |
| 9. | Panerai (Chiribiri) | 1h03m28.8s | 1500 cc |
| 10. | Beccaria (Ceirano) | 1h03m43.0s | 1500 cc |
| 11. | Montanari (Bugatti) | 1h05m32.0s | 1500 cc |
| 12. | Bonamico (Diatto) | 1h07m03.6s | 2000 cc |
| 13. | Massero (Diatto) | 1h07m25.6s | 2000 cc |
| 14. | Panicucci (S.A.M.) | 1h09m50.0s | 1500 cc |
| 15. | Giovannini (Bugatti) | | 1500 cc | Giovannini (Bugatti) was not listed |
| 16. | Ruggeri (Alfa Romeo) | 1h10m11.4s | over 2000 cc |
| 17. | Ceratto (Alfa Romeo) | 1h11m09.0s | over 2000 cc |
| 18. | Bertocci (Alfa Romeo) | 1h11m21.8s | over 2000 cc |
| 19. | Berretta (Aurea) | 1h20m17.6s | 1500 cc | 1 lap behind |
| 20. | Calissoni (S.A.M.) | 1h20m17.6s | 1500 cc | 1 lap behind |
| 21. | Baroncini (Diatto) | 1h21m53.2s | 2000 cc | 1 lap behind |
The fourth lap was completed by all 21 drivers that remained in the race, but for some of them the gap to the leaders was remarkably large. The leading positions changed again, but the
same names were always dominating. De Sterlich was now in first place, Mazzotti was second, Materassi third with a 2-minute gap to the leader, followed by Aymini, Balestrero and Masetti
who had dropped over four minutes behind the leader with trouble of one wheel, forcing him to retire on the next lap. De Sterlich's average lap time over the first four laps was 19m10.1s
with the order of the 21-car field as follows after the 4th lap:
| 1. | De Sterlich (Diatto) | 1h16m40.6s | over 2000 cc |
| 2. | Mazzotti (Bugatti) | 1h17m02.4s | 2000 cc |
| 3. | Materassi (Itala Spl) | 1h18m40.0s | over 2000 cc |
| 4. | Aymini (Diatto) | 1h19m02.4s | 2000 cc |
| 5. | Balestrero (OM) | 1h19m37.8s | 2000 cc |
| 6. | Masetti (Bugatti) | 1h20m59.0s | 2000 cc |
| 7. | Razzauti (Diatto) | 1h22m03.8s | 2000 cc |
| 8. | Pieranzi (Ceirano) | 1h23m29.6s | 1500 cc |
| 9. | Panerai (Chiribiri) | 1h24m06.6s | 1500 cc |
| 10. | Montanari (Bugatti) | 1h25m00.4s | 1500 cc |
| 11. | Bonamico (Diatto) | 1h28m30.0s | 2000 cc |
| 12. | Massero (Diatto) | 1h29m43.4s | 2000 cc |
| 13. | Giovannini (Bugatti) | 1h30m16.8s | 1500 cc |
| 14. | Ceratto (Alfa Romeo) | 1h31m37.2s | over 2000 cc |
| 15. | Bertocci (Alfa Romeo) | 1h31m44.0s | over 2000 cc |
| 16. | Beccaria (Ceirano) | 1h32m36.2s | 1500 cc |
| 17. | Panicucci (S.A.M.) | 1h34m26.2s | 1500 cc |
| 18. | Ruggeri (Alfa Romeo) | 1h34m58.0s | over 2000 cc |
| 19. | Berretta (Aurea) | 1h41m29.4s | 1500 cc | 1 lap behind |
| 20. | Baroncini (Diatto) | 1h41m47.4s | 2000 cc | 1 lap behind |
| 21. | Calissoni (S.A.M.) | 1h53m34.0s | 1500 cc | 1 lap behind |
After five laps De Sterlich remained in the lead, followed by Materassi over two minutes behind, ahead of Mazzotti, Aymini, Balestrero and Baroncini. Masetti retired with a broken front
wheel on his Bugatti which had slowed him the lap before, while Beccaria (Ceirano) also retired. Five more laps had to be completed and the spectators now turned their attention on
Materassi, Aymini, Mazzotti and De Sterlich. Montanari advanced from tenth to seventh place and Bertocci (Alfa Romeo) from 15th to ninth place. Giovannini (Bugatti) fell from 13th
place to 18th position. De Sterlich's average lap time over the first five laps was 19m09.5s with the order of the 19-car field as follows after the 5th lap:
| 1. | De Sterlich (Diatto) | 1h35m47.4s | over 2000 cc |
| 2. | Materassi (Itala Spl) | 1h37m51.8s | over 2000 cc |
| 3. | Mazzotti (Bugatti) | | 2000 cc | Mazzotti was wrongly listed as 13th |
| 4. | Aymini (Diatto) | 1h38m32.2s | 2000 cc |
| 5. | Balestrero (OM) | 1h39m17.4s | 2000 cc |
| 6. | Pieranzi (Ceirano) | 1h44m18.8s | 1500 cc |
| 7. | Panerai (Chiribiri) | 1h44m34.2s | 1500 cc |
| 8. | Montanari (Bugatti) | 1h46m30.4s | 1500 cc |
| 9. | Bonamico (Diatto) | 1h50m18.6s | 2000 cc |
| 10. | Bertocci (Alfa Romeo) | 1h51m04.6s | over 2000 cc |
| 11. | Razzauti (Diatto) | 1h53m34.0s | 2000 cc |
| 12. | Massero (Diatto) | 1h54m19.4s | 2000 cc |
| 13. | Ceratto (Alfa Romeo) | 1h58m04.6s | over 2000 cc | 1 lap behind |
| 14. | Ruggeri (Alfa Romeo) | 1h58m41.6s | over 2000 cc | 1 lap behind |
| 15. | Panicucci (S.A.M.) | 1h59m54.2s | 1500 cc | 1 lap behind |
| 16. | Baroncini (Diatto) | 2h02m05.0s | 2000 cc | 1 lap behind |
| 17. | Berretta (Aurea) | 2h02m12.8s | 1500 cc | 1 lap behind |
| 18. | Giovannini (Bugatti) | 2h05m07.0s | 1500 cc | 1 lap behind |
| 19. | Calissoni (S.A.M.) | 2h23m33.2s | 1500 cc | 2 laps behind |
On lap six, Materassi forced his way into the lead ahead of Aymini, Mazzotti and De Sterlich. Balestrero had dropped from fifth to tenth place. Montanari retired his Bugatti with a
broken rear semi-axle. When Berretta (Aurea) also retired, the field was down to 17 cars. Materassi's average lap time over the last six laps was 19m30.6 with the order of the 17-car
field as follows after the 6th lap:
| 1. | Materassi (Itala Spl) | 1h57m03.4s | over 2000 cc |
| 2. | Aymini (Diatto) | 1h57m55.2s | 2000 cc |
| 3. | Mazzotti (Bugatti) | 1h57m57.8s | 2000 cc | printed time was 1h54m57.8s in third place |
| 4. | De Sterlich (Diatto) | 2h03m05.4s | over 2000 cc |
| 5. | Pieranzi (Ceirano) | 2h05m07.0s | 1500 cc |
| 6. | Panerai (Chiribiri) | 2h07m08.0s | 1500 cc |
| 7. | Razzauti (Diatto) | 2h11m05.2s | 2000 cc |
| 8. | Bertocci (Alfa Romeo) | 2h11m16.8s | over 2000 cc |
| 9. | Bonamico (Diatto) | 2h11m35.2s | 2000 cc |
| 10. | Balestrero (OM) | 2h14m14.0s | 2000 cc |
| 11. | Ruggeri (Alfa Romeo) | 2h22m03.8s | over 2000 cc | 1 lap behind |
| 12. | Massero (Diatto) | 2h22m40.4s | 2000 cc | 1 lap behind |
| 13. | Giovannini (Bugatti) | 2h22m51.0s | 1500 cc | 1 lap behind |
| 14. | Panicucci (S.A.M.) | 2h23m43.8s | 1500 cc | 1 lap behind |
| 15. | Baroncini (Diatto) | 2h25m01.8s | 2000 cc | 1 lap behind |
| 16. | Ceratto (Alfa Romeo) | 2h42m42.8s | over 2000 cc | 2 laps behind |
| 17. | Calissoni (S.A.M.) | 2h51m53.0s | 1500 cc | 2 laps behind |
On lap seven Materassi was still in the lead, followed by Aymini, Mazzotti and De Sterlich. The field was still thinning, as three drivers retired, Mario Razzauti (Diatto), Masssero (Diatto)
and Ceratto (Alfa Romeo). Materassi's average lap time over the last seven laps was 19m29.1 with the order of the 14-car field as follows after the 7th lap:
| 1. | Materassi (Itala Spl) | 2h16m29.2s | over 2000 cc |
| 2. | Aymini (Diatto) | 2h17m17.0s | 2000 cc |
| 3. | Mazzotti (Bugatti) | 2h19m49.4s | 2000 cc |
| 4. | De Sterlich (Diatto) | 2h22m05.8s | over 2000 cc |
| 5. | Panerai (Chiribiri) | 2h27m11.8s | 1500 cc |
| 6. | Pieranzi (Ceirano) | 2h29m28.8s | 1500 cc |
| 7. | Bonamico (Diatto) | 2h32m53.2s | 2000 cc |
| 8. | Bertocci (Alfa Romeo) | | over 2000 cc | Bertocci (Alfa Romeo) was not listed |
| 9. | Balestrero (OM) | 2h33m29.0s | 2000 cc |
| 10. | Giovannini (Bugatti) | 2h44m17.0s | 1500 cc | 1 lap behind |
| 11. | Baroncini (Diatto) | 2h45m00.2s | 2000 cc | 1 lap behind |
| 12. | Panicucci (S.A.M.) | 2h46m16.6s | 1500 cc | 1 lap behind |
| 13. | Ruggeri (Alfa Romeo) | 2h46m45.6s | over 2000 cc | 1 lap behind |
| 14. | Calissoni (S.A.M.) | | 1500 cc | Calissoni (S.A.M.) was not listed |
On the 9th lap Materassi, Aymini and Mazzotti would decide the uncertain outcome of the great battle. Ruggeri (Alfa Romeo) retired with a gearbox problem. The two S.A.M. of Panicucci and
Calissoni now exceeded the maximum allowable time and were stopped by the officials before the end of their race. Materassi's average lap time over the last seven laps was 19m36.6 with the
order of the 11-car field as follows after the 9th lap:
| 1. | Materassi (Itala Spl) | 2h56m30.0s | over 2000 cc |
| 2. | Aymini (Diatto) | 3h00m57.0s | 2000 cc |
| 3. | Mazzotti (Bugatti) | 3h02m43.6s | 2000 cc |
| 4. | Panerai (Chiribiri) | 3h07m33.8s | 1500 cc |
| 5. | De Sterlich (Diatto) | 3h09m14.6s | over 2000 cc |
| 6. | Balestrero (OM) | 3h12m04.6s | 2000 cc |
| 7. | Bonamico (Diatto) | 3h15m15.8s | 2000 cc |
| 8. | Pieranzi (Ceirano) | 3h17m20.6s | 1500 cc | 1 lap behind |
| 9. | Bertocci (Alfa Romeo) | 3h22m51.0s | over 2000 cc | 1 lap behind |
| 10. | Baroncini (Diatto) | 3h24m45.2s | 2000 cc | 1 lap behind |
| 11. | Giovannini (Bugatti) | 3h29m10.0s | 1500 cc | 1 lap behind |
On the 10th lap Materassi advanced significantly with a slow lap of 20m10.9s, winning the Coppa Montenero over four minutes ahead of Aymini. Mazzotti held on to third place overall and
De Sterlich was delayed on the last lap by some problems but he advanced to fourth place when Panerai (Chiribiri) retired due to a gearbox problem. Balestrero also advanced, now in fifth
place, after he earlier had lost much time due to a failure with the fuel pipe. Bonamico (Diatto) finished sixth and Pieranzi (Ceirano), who was one lap behind, was the last
finisher and winner of the 1500 category. Baroncini (Diatto), Bertocci (Alfa Romeo) and Giovannini (Bugatti) exceeded the maximum allowable time and were not classified. Giovannini was
forced to stop at the end of the last lap about 2 km from the finish, due to an accident in a turn, severely damaging the front of the car.
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Results
| Pos. | No. | Driver | Entrant | Car | Type | Engine | Laps | Time/Status | Diff |
|
| 1. | 27 | Emilio Materassi | E. Materassi | Itala Spcl | Hispano-Suiza | 5.8 | S-4 | 10 | 3h16m40.6s |
| 2. | 21 | Giulio Aymini | G. Aymini | Diatto | 30 | 2.0 | S-4 | 10 | 3h20m52.2s | + 4m11.6s |
| 3. | 16 | Franco Mazzotti | F. Mazzotti | Bugatti | T35 | 2.0 | S-8 | 10 | 3h22m31.4s | + 5m50.8s |
| 4.. | 23 | Diego De Sterlich | Marquis De Sterlich | Diatto | | 3.0 | S-4 | 10 | 3h23m54.2s | + 7m13.6s |
| 5. | 14 | Renato Balestrero | R. Balestrero | OM | 665S | 2.0 | S-6 | 10 | 3h31m31.2s | + 14m50.6s |
| 6. | 12 | Armando Emilio Bonamico | E. Bonamico | Diatto | | 2.0 | S-4 | 10 | 3h36m03.8s | + 19m23.2s |
| 7. | 8 | Gusmano Pieranzi | G. Pieranzi | Ceirano | S150 | 1.5 | S-4 | 9 | 3h38m35.2s | |
| DNC | 22 | Mario Amelio Baroncini | A. Baroncini | Diatto | | 2.0 | S-4 | 9 | 3h45m55.6s - exceeded time |
| DNC | 29 | Gino Bertocci | G. Bertocci | Alfa Romeo | RL TF 23 | 3.0 | S-6 | 9 | 3h46m07.8s - exceeded time |
| DNC | 7 | Corrado Giovannini | C. Giovannini | Bugatti | T22 | 1.5 | S-4 | 9 | 3h52m10.6s - exceeded time |
| DNF | 3 | Alberto Panerai | A. Panerai | Chiribiri | Monza S | 1.5 | S-4 | 9 | gearbox | |
| DNF | 26 | Angelo Ruggeri | A. Ruggeri | Alfa Romeo | RLTF23 | 3.6 | S-6 | 8 | gearbox |
| DNF | 10 | Emilio Panicucci | E. Panicucci | S.A.M. | | 1.5 | S-4 | 8 | flagged | |
| DNF | 4 | Enzo Calissoni | E. Calissoni | S.A.M. | | 1.5 | S-4 | 8 | flagged | |
| DNF | 18 | Mario Razzauti | M. Razzauti | Diatto | | 2.0 | S-4 | 6 | | |
| DNF | 13 | Giovanni Massero | G. Massero | Diatto | | 2.0 | S-4 | 6 | | |
| DNF | 25 | Giorgio Ceratto | G. Ceratto | Alfa Romeo | RL SS | 3.0 | S-6 | 6 |
| DNF | 2 | Supremo Montanari | S. Montanari | Bugatti | T13 "Brescia" | 1.5 | S-4 | 5 | rear semi-axle |
| DNF | 9 | Alfredo Berretta | A. Berretta | Aurea | 400 SC | 1.5 | S-4 | 5 | | |
| DNF | 15 | Carlo Masetti | Count C. Masetti | Bugatti | T35 | 2.0 | S-8 | 4 | front wheel |
| DNF | 5 | Luigi Beccaria | L. Beccaria | Ceirano | S150 | 1.5 | S-4 | 4 | | |
| DNF | 6 | Arnaldo Vitali | A. Vitali | Fiat | 501 S | 1.5 | S-4 | 2 | clutch | |
| DNF | 11 | Domenico Antonelli | Count D. Antonelli | Bugatti | T35 | 2.0 | S-8 | 1 | rear wheel | |
| DNF | 20 | Vincenzo Colzi | V. Colzi | Alfa Romeo | RM | 2.0 | S-4 | 1 | | |
| DNF | 24 | Egisto Razzauti | E. Razzauti | Ford | | 3.0 | S-4 | 1 |
| DNF | 1 | Massimiliano Strozzi | Marquis M. Strozzi | Fiat | 501 SS s/c | 1.5 | S-4 | 1 | supercharger tube |
| |
Fastest lap over 2000 cc: Diego De Sterlich (Diatto) on lap 3 in 18m48.2s = 71.8 km/h (44.6 mph).
Fastest lap 2000 cc: Carlo Masetti (Bugatti) on lap 2 in 18m08s = 74.4 km/h (46.3 mph).
Winner's average speed over 2000 cc (Materassi): 68.6 km/h (42.7 mph).
Winner's average speed 2000 cc (Mazzotti): 66.7 km/h (41.4 mph).
Winner's average speed 1500 cc (Pieranzi): 61.8 km/h (38.4 mph).
Weather: sunny and hot.
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In retrospect:
This report, the lists of entries and results would not have been possible without the crucial help from Alessandro Silva. Uncountable mistakes generated from bad information within other
sources could be eliminated. While most published reports contained faulty driver names, incomplete results and misleading content, great help came from Sandro who contributed reports
from Il Telegrafo, a Livorno daily newspaper that included the vital information of the intermediate times.
|
Primary sources researched for this article:
ACI - rivista, Torino
AUTOMOBIL-REVUE, Bern
Auto-Moto-Ciclo, Milano
Il Telegrafo, (Livorno)
La Gazetta dello Sport, Milano
La Stampa, Torino
La Venizie Sportive, Venice
L'IMPERO, Roma
Special thanks to:
Alessandro Silva
Giuseppe Prisco
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|
23 August Momberger
A. Momberger
NSU
22 Ernst Islinger
E. Islinger
NSU
21 Edgar Morawitz
E. Morawitz
Rabag Bugatti
TAUNUS-RENNEN
Taunus Rundstrecke - Homburg (D), 23 August 1925.
14 laps x 31.3 km (19.4 mi) = 438.2 km (272.3 mi)
| No. | Driver | | Car | Type | Engine |
|
| Category I 2001 - 2625 cc - min. weight 1,100 kg, four seats, up to 10 tax hp |
| Kurt Neugebauer (Brieg) | NAG | 10/40hp | 2.5 | S-4 | DNA - Did not appear |
| Alexander Sommer (Plauen) | NAG | 10/40hp | 2.6 | S-4 | DNA - Did not appear |
| 3 | Fritz Feldmann (Westfalen) | Hansa | 8/36 hp | 2.1 | S-4 |
| 4 | Carl Deilmann (Dortmund) | NAG | 10/40hp | 2.6 | S-4 |
| Wilhelm Heine (Hessen) | NAG | 10/40hp | 2.5 | S-4 | DNA - Did not appear |
| |
| Category II 1501 - 2000 cc - min. weight 900 kg, four seats, up to 8 tax hp |
| 6 | Karl Kappler (Gernsbach) | Simson-Supra | S | 2.0 | S-4 |
| Karl Westermann (Rastatt) | Simson-Supra | S | 2.0 | S-4 | DNA - Did not appear |
| 8 | Georg Gischel (Frankfurt/Main) | Simson-Supra | S | 2.0 | S-4 |
| 9 | Maurice Folville (Frankfurt/Main) | Bignan | | 2.0 | S-4 |
| 10 | Hans Czermak (München) | Bugatti | T30 | 2.0 | S-4 |
| 11 | Pierre Clause (Schweiz) | Bignan | | 2.0 | S-4 |
| 12 | Jacob Stengel (Mannhein) | Heim | | 2.1 | S-4 | DNA - Did not appear |
| Charles Martin (Paris) | Bugatti | | 2.0 | S-4 | DNA - Did not appear |
| 14 | Dr. Otto Lindpaintner (München) | Bugatti | T30 | 2.0 | S-4 |
| 15 | Otto Reif (Suhl/Thuringen) | Simson-Supra | S | 2.0 | S-4 |
| 16 | Georg Kimpel (Ludwigshafen) | Simson-Supra | S | 2.0 | S-4 |
| Hans Ludwig (Oberursel) | Simson-Supra | S | 2.0 | S-4 | DNA - Did not appear |
| Freiherr v. König-Fachsenfeld (Stuttgart) | Simson-Supra | S | 2.0 | S-4 | DNA - Did not appear |
| |
| Category III 1101 - 1500 cc - min. weight 750 kg, two seats; 4 to 6 tax hp |
| Curt Otto Kribben (Berlin) | Mercedes | 6/25/40 hp | 1.5 | S-4 | DNA - Did not appear |
| 20 | Willi Köster (Ansbach) | Faun | 6/24 hp | 1.5 | S-4 |
| 21 | Edgar Morawitz (Prag) | Rabag Bugatti | | 1.5 | S-4 |
| 22 | Ernst Islinger (Mannheim) | NSU | 5/25/40 hp | 1.3 | S-4 |
| 23 | August Momberger (Marburg/Lahn) | NSU | 5/25/40 hp | 1.3 | S-4 |
| Hans Birk (Mannheim) | Rabag Bugatti | | 1.5 | S-4 | DNA - Did not appear |
| 25 | Harry Stumpf-Lekisch (Mainz) | HAG-Gastell | 5/25 hp | 1.3 | S-4 |
| Otto Hofmann (Leipzig) | Wanderer | | 1.5 | S-4 | DNA - Did not appear |
| 27 | Max Buchholz (Brühl bei Köln) | Mercedes | 6/25/40 hp | 1.5 | S-4 |
| Julius Elbrecht (Bremen) | Dixi | 6/24 hp | 1.5 | S-4 | DNA - Did not appear |
| 29 | Max Prinz zu Schaumburg-Lippe (Berlin) | Mercedes | 6/25/40 hp | 1.5 | S-4 |
| 30 | Adolf Rosenberger (Pforzheim) | Mercedes | 6/25/40 hp | 1.5 | S-4 |
| 31 | Alfred Lams (Strassbourg) | Mathis | | 1.5 | S-6 |
| Hans Joachim Schaede (Saalfeld) | Ley | | 1.5 | S-4 | DNA - Did not appear |
| Karl Haagner (Wiesbaden) | Wanderer | | 1.3 | S-4 | DNA - Did not appear |
| Note: Drivers that did not appear, have been assigned places randomly in their category. |
Momberger wins the Taunus-Rennen with NSU
by Hans Etzrodt
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The well-organized Taunus-Rennen was advertised as the greatest 1925 automobile race in Germany. Only production sports cars were permitted and detailed regulations allowed changes to resemble
pseudo race cars. The larger cars had to carry ballast to imitate four passengers and as a result were handicapped right from the beginning, relegated to rear positions. Since only amateur
drivers were permitted, the event turned out to be an amateur sports car race, but nothing more. The loud racket made about this race was a sham to justify the extensive preparation and
organization. The awful regulations were the cause for a poor outcome. From 19 starters only 8 cars reached the finish after 438 km. The 1300 supercharged NSU racecars of Momberger and
Islinger took the first two places. Morawitz (1500 Bugatti) racecar was third and Prinz zu Schaumburg (1500 Mercedes) sports car was in fourth place followed by the handicapped sports cars
of Deilmann (2600 NAG), Czermak (2000 Bugatti), Clause (2000 Bignan) and Lindpaintner (2000 Bugatti).
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The 1925 Taunus-Rennen was organized by the AvD, Automobilclub von Deutschland, with participation of the Frankfurt A.C. and assistance from the Coblenz, Crefeld, Hessisch, Köln, Oberhessisch,
Rheinisch-Westfälisch, Trier and Wiesbaden A.C. The Motorverein Deutscher Herrenfahrer also collaborated in the preparation and administration of the event since only Herrenfahrer
(amateur drivers) were allowed to enter, excluding the factory drivers. It was a race for sports cars with the official title 'Taunus-Rennen-1925'. The 31.3 km Taunus Circuit near Homburg (Saalburg)
had been used in 1904 for the Gordon Bennett Race and again for the 1907 Kaiserpreis. This time it had to be rounded 14 times, a total of 438.2 km. The circuit had been very well prepared,
so were the barriers and new grandstands.
The ban after WW I, affecting German cars and drivers, had extended only to the French and European Grands Prix and no foreigners were allowed to race in Germany. However, at the Taunus-Rennen
entries were made by Frenchman Pierre Clause (Bignam) coming from Switzerland, Edgar Morawitz (Bugatti) from Czechoslovakia and Alfred Lams (Mathis) from Strassbourg. Charles Martin (Bugatti)
from Paris was a non-starter. The race had therefore international status and was the first international race to be held in Germany after WW I. This had only been possible after the German
Automobile Club (AvD) was readmitted into the International Association at the May 5, 1925 AIACR meeting in Paris. The voting showed twelve in favor, two against, and four abstentions.
The Klausen Mountain Climb held on the same Sunday, affected the Taunus-Rennen adversely. The Klausenrennen had fixed its date in time with the AIACR for August 23 and a date change was no
longer possible. The AvD could have changed their date, on the same day, but did not do so since they saw no competition in the Klausenrennen. However, the Swiss international race was
considered more important and attracted considerably better entries, as it was a much larger event, which was also open for motorcycles, touring cars and racecars while the Taunus-Rennen was
open for sports cars only. At Klausen, Mercedes entered Christian Werner and Otto Merz with 2-liter 8-cylinder racecars. Richard von Frankenberg wrote in his book "Der Nürburgring" on
page 34, that the 1925 Taunus circuit race for sports cars was only a national race and of no greater importance.
The Taunus-Rennen was solely for amateur drivers of the AvD or members of their cartel clubs, also drivers from foreign clubs but only if they had to be invited. Members of the ADAC were not
specifically excluded, but since the ADAC did not belong to the AvD cartel clubs, the ADAC members were not allowed to start in the Taunus-Rennen. Likewise, the ADAC also organized races which
were open only for their members. The entry was limited to amateur or gentlemen drivers, at least 20 years of age, to keep the professional factory drivers away from participation. This
regulation alone downgraded the importance of this race. Allowed were only 2 and 4-seat sports cars which had to carry two persons with a minimum weight of 130 kg. Category I and II cars
had to carry a lead ballast of 130 kg instead of rear passengers. The regulations demanded to display two sealed lead weights of each 45 kg bolted to the rear seat boards below the seat
cushions and two further sealed lead plates of each 20 kg bolted to the floor. Therefore the 1½ liter two seat sports cars of class III started with a significant advantage because of their
lesser weight opposed to the other classes weighted down to four seat requirements. Although the AvD had organized this event entirely for sports cars, their interpretation of the rules was
very broad-minded, at least in the 1½ liter class, where they unhesitatingly permitted cars that without question had to be looked upon as pure racecars. The rules allowed the removal of
fenders, running boards, bumpers, headlights and windshields. Additionally, it was allowed to increase the engine intake and exhaust diameter, increasing the valve diameter, attachment of
double or several carburetors, attachment of dual ignition, the use of light metal pistons and connecting rods and changing the cams of the camshaft and attachment of four-wheel brakes.
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Entries:
The Taunus-Rennen was the greatest German automobile sporting event of 1925, bigger than the Solitude-Rennen, Teutoburgerwald-Rennen or Buckower Dreiecksrennen. Some historians even suggested to
subsequently rename the 1925 Taunus-Rennen as German Grand Prix, which of course is utter nonsense because the Taunus sports car race did never carry a national title and only amateur drivers were
allowed. The total entry included 33 cars split into the following three categories:
Categoy I, from 2001 to 2625 cc, minimum weight 1,100 kg, four seats, had to carry a lead ballast of 130 kg, cars up to 10 tax hp; there were five entries of which only two cars started. Alexander
Sommer (NAG) who had entered did not appear but started at the Klausenrennen, just one of several other German amateurs.
Categoy II, from 1501 to 2000 cc, minimum weight 900 kg, four seats, had to carry a lead ballast of 130 kg, cars up to 8 tax hp; there were 13 entries but only 8 cars started.
Categoy III, from 1101 to 1500 cc, minimum weight 750 kg, two seats, cars from 4 to 6 tax hp; had 15 entries but only 9 cars started. The question about why the NSU racecars were allowed to start
in a sports car race was not asked anywhere. These pure race cars had won the 1924 AvD small-car race at the Avus and evidently were allowed to start here because amateur drivers were behind the
wheel. Strangely this great injustice by the AvD race management was not denounced anywhere. In 2002 Jimmy Piget wrote in TNF about Alfred Lams (#31 Mathis) from Strassbourg, who was the son of
the Mathis sales director. He was born in Germany, but was considered as French after WWI when Alsace-Lorraine returned to France (the same as Mathis cars, German up to 1914, French from 1919).
A complete list of the 33 entries is at the beginning of this report.
The race numbers were decided by drawing lots on July 27, at 5:00 PM at the AvD. Practice was planned for August 19 to 21 in the early morning hours.
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Race:
On Sunday the weather was good and road conditions were satisfying. Only parts of the circuit were tarred and there was still an ongoing dust problem. At 10:00 AM the 19 cars waited at the pits
and were made ready, then moved to the start area. At 11:00 AM, the Category I was started first with only two cars, Deilmann (NAG) and Feldmann (Hansa). After a five-minute interval, the eight
cars of Category II were started as a group: Kappler, Gischel, Reif and Kimpel in Simson-Supras, Folville and Clause in Bignans, Czermak and Lindpaintner in Bugattis. After another break of five
minutes, the nine cars of Category III were started together: the three Mercedes of Buchholz, Prinz zu Schaumburg and Rosenberger, the two NSU of Islinger and Momberger, Köster (Faun), Morawitz
(Bugatti), Stumpf-Lekisch (Hag) and Lams (Mathis).
During the first lap, Lams (Mathis) was the first retirement when his car came to a stop a few hundred meters after the start with damage to the rear frame. Feldmann lost two minutes when he
changed spark plugs at the Brombach Bridge. Gischel (Simson-Supra) had lost time when he left the road at a turn after the Landstein Mill. He ended up in a ditch and was helped by spectators
to regain the road before continuing. Soon thereafter his brakes began to fade. Buchholz (Mercedes) had to change a damaged tire but then retired at Wehrheim with a broken engine bearing. At
the end of the first lap, Deilmann in the 2.6-Liter NAG was the first who passed the finish. Race management listed him in the lead with an average speed of 78.4 km/h but in fact he was only
seventh fastest. In this report the order of the cars is shown according to the timing at the finish line, not the position on the road. So, Momberger with his supercharged NSU finished the
first lap in the lead at 88.5 km/h average speed. The motorcycle racer Islinger, not yet experienced with racecars, managed to drive very well in the other NSU, finishing second, only two
minutes behind with the 17-car field in the following order after the first lap:
| 1. | Momberger (NSU) | 21m14.2s |
| 2. | Islinger (NSU) | 23m14.2s |
| 3. | Prinz Schaumburg (Mercedes) | 23m26.2s |
| 4. | Morawitz (Bugatti) | 23m32.4s |
| 5. | Folville (Bignan) | 23m47.2s |
| 6. | Clause (Bignan) | 23m47.4s |
| 7. | Deilmann (NAG) | 24m00.4s |
| 8. | Kappler (Simson-Supra) | 24m39.5s |
| 9. | Czermak (Bugatti) | 24m39.8s |
| 10. | Lindpaintner (Bugatti) | 24m48.4s |
| 11. | Reif (Simson-Supra) | 25m07.2s |
| 12. | Köster (Faun) | 25m35.8s |
| 13. | Gischel (Simson-Supra) | 26m07.4s |
| 14. | Kimpel (Simson-Supra) | 26m07.8s |
| 15. | Rosenberger (Mercedes) | 28m33.8s |
| 16. | Stumpf-Lekisch (Hag) | 29m29.2s |
| 17. | Feldmann (Hansa) | 30m15.4s |
After the second lap the two NSU of Momberger with 87 km/h average and Islinger were still in the lead ahead of Prinz Schaumburg, Clause, Morawitz and Deilmann in sixth place. Folville had dropped
behind. Gischel stopped for three minutes at the pits trying to correct his Simson-Supra's brake problem. Reif's car encountered a problem when the ballast lead-weights he had to carry in the
back of his Simson-Supra had pushed down and dented into the fuel tank, causing his retirement at the pits. At the end of the second lap Folville headed towards the pits.
After the third lap the order remained Momberger, Islinger, Prinz Schaumburg, Clause, Morawitz and Deilmann in sixth place. At the beginning of the third lap, Folville's Bignan was pushed to his
pit and the cylinder head was removed. One valve was broken but since a fast repair was not possible, the car was retired and the field was now down to 15 cars.
At the end of the fourth lap, Kimpel retired with a worn front bearing on his Simson-Supra. After the fifth lap Gischel ended his race due to worn brakes on his Simson-Supra and Stumpf-Lekisch
retired his Hag with a broken gearbox. The 13-car field was in the following order after five laps:
| 1. | Momberger (NSU) | 1h47m34.6s |
| 2. | Islinger (NSU) | 1h52m16.2s |
| 3. | Prinz Schaumburg (Mercedes) | 1h53m23.0s
| | 4. | Clause (Bignan) | 1h53m35.0s |
| 5. | Deilmann (NAG) | 1h55m40.6s |
| 6. | Czermak (Bugatti) | 1h56m38.8s |
| 7. | Rosenberger (Mercedes) | 1h56m46.2s |
| 8. | Morawitz (Bugatti) | 1h57m15.0s |
| 9. | Lindpaintner (Bugatti) | 1h57m49.0s |
| 10. | Kappler (Simson-Supra) | 2h01m45.3s |
| 11. | Gischel (Simson-Supra) | 2h06m48.0s |
| 12. | Feldmann (Hansa) | 2h14m55.2s |
| 13. | Köster (Faun) | 2h55m00.0s |
From the sixth lap on, near mid-race, drivers began stopping at the pits to refuel, changing tires or fitting new spare wheels to their cars. Gischel with his Simson-Supra was no longer mentioned
after ten laps. Lindpaintner encountered a transmission defect on his Bugatti at the Saalburg turn but after a brief stop was able to proceed. Clause who experienced a carburetor defect stopped
his Bignan at the pits. In seven minutes, he removed the faulty carburetor and installed a new one, then rejoined the race. Momberger stopped for a short time to refuel and top up water. Köster
who had experienced a brake defect on his Faun, rejoined after a brief time at the pits and stopped again on the next lap to refuel. A short time later Köster lost one of his rear wheels but
avoided an accident and carried on driving on the rear brake drum. Rosenberger headed for the pits to refuel and left after a short time. But he stopped again after a few meters as he had lost
fuel pressure and suffered a time loss of three minutes before he rejoined the race.
On lap nine Momberger drove his fastest lap in 21m12.6s at 88.67 km/h average speed. But the fastest lap of the race was made by Rosenberger on lap five with 91.5 km/h and 90.0 km/h on lap six
but only the speed was published. The time would have been 20m31.5s. Kappler was stranded at Obernhain and ended his race with broken front ball bearings on his Simson-Supra. After a very
long stop Reif was able to finish the repair of the caved in fuel tank of his Simson-Supra. But since it was impossible for him do make up the lost time, he tried to drive the fastest lap of
the race but this attempt came to nothing and he retired. At this time Gischel, who struggled with a brake problem on his Simson-Supra, finally ended his race. Momberger's time after eight
laps was 2h54m23.3s at 86.4 km/h average speed. On the tenth lap Rosenberger retired his Mercedes due to a clutch problem. Lindpaintner was one lap behind the leader and Feldmann was lapped
twice. The order of the nine-car field was as follows after 10 laps:
| 1. | Momberger (NSU) | 3h36m49.6s |
| 2. | Islinger (NSU) | 3h46m10.4s |
| 3. | Morawitz (Bugatti) | 3h50m46.8s |
| 4. | Deilmann (NAG) | 3h50m55.2s |
| 5. | Prinz Schaumburg (Mercedes) | 3h51m08.2s |
| 6. | Czermak (Bugatti) | 3h52m38.0s |
| 7. | Clause (Bignan) | 3h57m35.8s |
| 8. | Lindpaintner (Bugatti) | 4h13m15.6s |
| 9. | Feldmann (Hansa) | 4h35m12.8s |
Feldmann had fallen behind more than two laps and was the slowest driver with an average speed of 68.2 km/h. Race management had signed him when he passed after the 11th lap that he should
end his race. Eventually he was flagged off. There were no important changes during the last laps when more than half the field had dropped out and the race had become even more monotonous.
No accidents were reported. August Momberger was still a student who had celebrated his twentieth birthday just two months before the race. He had started to race in 1923 with a Mercedes
6/25/40, when he won the Darmstadt speed trial and hill climb and had to be amongst the youngest race winners. After Momberger crossed the finish line he was lifted up and carried on the
shoulders in triumph. As fastest driver he won the Hindenburg Trophy. Islinger finished second, followed by Morawitz, Prince Schaumburg, Deilmann, Czermak, Clause and Lindpaintner in eighth place.
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Results
| Pos. | No. | Driver | Entrant | Car | Type | Engine | Laps | Time/Status | Diff |
|
| 1. | 23 | August Momberger | A. Momberger | NSU | 5/25/40 hp | 1.3 | S-6 | 14 | 5h10m34.4s | |
| 2. | 22 | Ernst Islinger | E. Islinger | NSU | 5/25/40 hp | 1.3 | S-6 | 14 | 5h14m01.8s | + 3m27.4s |
| 3. | 21 | Edgar Morawitz | E. Morawitz | Rabag Bugatti | | 1.5 | S-4 | 14 | 5h19m53.6s | + 9m19.2s |
| 4. | 29 | Max z. Schaumburg-Lippe | Prince z. Schaumburg | Mercedes | 6/25/40 hp | 1.5 | S-4 | 14 | 5h20m29.8s | + 9m55.4s |
| 5. | 4 | Carl Deilmann | C. Deilmann | NAG | 10/40hp | 2.6 | S-4 | 14 | 5h23m51.6s | + 13m17.2s |
| 6. | 10 | Hans Czermak | H. Czermak | Bugatti | T30 | 2.0 | S-8 | 14 | 5h25m30.2s | + 14m55.8s |
| 7. | 11 | Pierre Clause | P. Clause | Bignan | | 2.0 | S-4 | 14 | 5h30m39.2s | + 20m04.8s |
| 8. | 14 | Dr. Otto Lindpaintner | Dr. Lindpaintner | Bugatti | T30 | 2.0 | S-8 | 14 | 5h25m30.2s | + 24m55.8s |
| DNF | 3 | Fritz Feldmann | F. Feldmann | Hansa | 8/36 hp | 2.1 | S-4 | 12 | flagged off |
| DNF | 6 | Karl Kappler | K. Kappler | Simson-Supra | S | 2.0 | S-4 | 9 | ball bearing |
| DNF | 30 | Adolf Rosenberger | A. Rosenberger | Mercedes | 6/25/40 hp | 1.5 | S-4 | 9 | clutch | |
| DNF | 20 | Willi Köster | W. Köster | Faun | 6/24 hp | 1.5 | S-4 | 5 | lost rear wheel |
| DNF | 8 | Georg Gischel | G. Gischel | Simson-Supra | S | 2.0 | S-4 | 5 | brakes | |
| DNF | 25 | Harry Stumpf-Lekisch | H. Stumpf-Lekisch | Hag | 5/25 hp | 1.3 | S-4 | 4 | gearbox | |
| DNF | 16 | Georg Kimpel | G. Kimpel | Simson-Supra | S | 2.0 | S-4 | 4 | front bearing |
| DNF | 9 | Maurice Folville | M. Folville | Bignan | | 2.0 | S-4 | 2 | valve | |
| DNF | 15 | Otto Reif | O. Reif | Simson-Supra | S | 2.0 | S-4 | 2 | fuel tank | |
| DNF | 27 | Max Buchholz | M. Buchholz | Mercedes | 6/25/40 hp | 1.5 | S-4 | 0 | engine bearing |
| DNF | 31 | Alfred Lams | A. Lams | Mathis | | 1.3 | S-6 | 0 | rear suspension |
| |
Fastest lap: Adolf Rosenberger (Mercedes) in 20m31.5s at 91.5 km/h (56.9 mph).
Winner's average speed: 84.7 km/h (52.6 mph).
Weather: Sunny and warm.
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In retrospect:
In Germany the various categories during the twenties were divided into taxable hp (Steuer-PS). Here an approximate comparison of taxable hp versus engine size in cc.
| 2 PS = 525 cc |
| 3 PS = 787 cc |
| 4 PS = 1050 cc |
| 5 PS = 1312 cc |
| 6 PS = 1575 cc |
| 7 PS = 1837 cc |
| 8 PS = 2100 cc |
| 9 PS = 2362 cc |
| 10 PS = 2625 cc |
| 11 PS = 2887 cc |
| 12 PS = 3150 cc |
| 13 PS = 3412 cc |
| 14 PS = 3675 cc |
| 15 PS = 3937 cc |
| 16 PS = 4200 cc |
| 17 PS = 4462 cc |
| 18 PS = 4725 cc |
| 19 PS = 4987 cc |
|
Primary sources researched for this article:
Allgemeine Automobil-Zeitung, Berlin
Allgemeine Automobil-Zeitung, Wien
AUTOMOBIL-REVUE, Bern
Automobil-Welt, Berlin
Badische Presse, Karlsruhe
Generalanzeiger für Barmen & Elberfeld, Wuppertal
Karlsruher Tagblatt, Karlsruhe
MOTOR, Berlin
MOTOR und SPORT, Pössneck
Wiener Sport-Tagblatt, Wien
Special thanks to:
Hugo Boecker
Marco Kieser
Michael Müller
Robert Dick
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