1927 GRAND PRIX SEASON -

28 Louis Chiron
Société Nerka
Bugatti T35B

1 André Morel
SNA Amilcar
Amilcar CO

21 "Foc"
P. Matussière
Bugatti T37

GRAND PRIX DE PROVENCE

Circuit de Miramas - Marseille (F), 27 March 1927.
60 laps x 5 km (3.1 mi) = 300 km (186.4 mi)

No.	Driver	Entrant	Car	Type	Engine		Remarks

1	André Morel	SNA Amilcar	Amilcar I	CO	1.1	S-6
2	Charles Martin	SNA Amilcar	Amilcar II	6C	1.1	S-6	DNS - driver injured
3	Arthur Duray	SNA Amilcar	Amilcar III	CO	1.1	S-6
4	Alfred Ducreux	A. Ducreux	BNC I	527 Scap	1.1	S-4
5	Gaétan Ducreux	G. Ducreux	BNC II	527 Scap	1.1	S-4	DNA - did not appear
6	Gubernatis	Gubernatis	BNC III	527 Scap	1.1	S-4
7	Henri Billiet	H. Billiet	BNC IV	527 Scap	1.1	S-4	DNA - did not appear
8	Henny de Joncy	H. de Joncy	BNC V	527 Scap	1.1	S-4	DNA - did not appear
9	Albert Perrot	A. Perrot	BNC VI	527 Scap	1.1	S-4	DNA - did not appear
10	X	X	X				DNA - did not appear
11	Pierre Goutte	SM Salmson	Salmson I		1.1	S-4	DNA - did not appear
12	Georges Casse	SM Salmson	Salmson II		1.1	S-4	DNA - did not appear
13	Roger Olivier	SM Salmson	Salmson III		1.1	S-4	DNA - did not appear
14	Jourdan	Jourdan	Giraud	Spéciale	1.1	S-4
15	Chatain	Chatain	BNC	527 Scap	1.1	S-4	DNA - did not appear
16	Albert Divo	Automobiles Talbot	Talbot I	GPLB	1.5	S-8
17	Jules Moriceau	Automobiles Talbot	Talbot III	GPLB	1.5	S-8
18	"Williams"	Automobiles Talbot	Talbot II	GPLB	1.5	S-8
19	Paul Bucciali	Bucciali Frères	Buc I	AB-6	1.5	S-6	DNA - did not appear
20	Jean de Maleplane	Bucciali Frères	Buc II	AB-6	1.5	S-6
21	"Foc"	P. Matussière	Bugatti	T37	1.5	S-4
22	de Praudières	de Praudières	Bugatti	T37	1.5	S-4
23	Marcel Lehoux	M. Lehoux	Bugatti	T35A	2.0	S-8
24	"Williams"	W. Williams	Bugatti	T35	2.0	S-8	DNA - drove car #18
25	Couc's	Couc's	Bugatti	T35A	2.0	S-8
26	Dufour	Dufour	Bugatti	T35	2.0	S-8	DNA - did not appear
27	Maurice Rost	M. Rost	Georges-Irat		3.0	S-6	DNA - did not appear
28	Louis Chiron	Société Nerka	Bugatti	T35B	2.3	S-8
29	"Old Nick"	Old Nick	Lorraine-Diétrich	B3-6	3.5	S-6	DNA - did not appear
30	Robert Benoist	Automobiles Delage	Delage	15 S 8 1926	1.5	S-8
31	Antoine Massias	A. Massias	BNC	527 Scap	1.1	S-4
32	Henry Imbert	H. Imbert	Bugatti	T37	1.5	S-4

Chiron compromised as unofficial winner at Miramas
A race without a finish

by Hans Etzrodt

The 1927 Grand Prix de Provence over 300 km hardly took place. It was stopped after five laps by an angry crowd who invaded the race track. It was a total failure by the organizer. Some reports published results but in fact the promoter aborted the race and no official results were produced. Racing was delayed due to constant heavy rain all morning. Around noon the weather improved and three qualification runs, each of 25 km, were held with all 17 cars qualified for the final. When cars lined up for the final, Robert Benoist (1500 Delage) drove two warm up laps. On his return he came around the last corner and could not stop in time, crashing into two cars which were lining up on the grid. Benoist was injured and his damaged Delage could not start in the final. This triggered the withdrawal of three 1500 Talbots, resulting in the elimination of the four main contenders. There was no loudspeaker system and spectators were not informed about these changes and proceedings. The already unhappy spectators became impatient and felt cheated watching a race without the Talbots. The order to start the final, which was now down to 12 cars, was eventually given, but the anger of the spectators did not subside. Scarcely had the drivers covered a few laps than the screaming and howling crowd broke through the barriers, invaded the track and stopped the race. They sought out the organizers but were unable to find them. The unruly crowd broke into the Talbot depot, damaged cars, assaulted drivers and set fire. It was a sad end to a race that had promised so much.
The AC de Marseille used the Miramas circuit as its venue. Situated north-west of the large seaport of Marseille, it was located just a few kilometers north of the town of Miramas. The race track had been built at great expense for the 1924 Provence Grand Prix. The flat 5.0 km oval track easily allowed speeds of up to 200 km/h, the wide corners were slightly banked and the rough concrete surface was hard on tires. The 1927 Grand Prix de Provence was the third running of the race. It comprised five races, consisting of four qualifying events and a final for the Hartford Cup. It was due to begin at 9:30 AM with the qualifying race for the 2 categories of above 3-liters and up to 3-liters. The next race at 10:15 was for the 2-liter category, followed at 11 am by the 1.5-liter category and at 11:45 by the 1.1-liter category. The four qualifying races of 50 and 100 km distance were later reduced to 25 km due to heavy rains. The final at 2:00 PM brought together the winners of each category for 60 laps around the 5 km circuit or 300 km. There were about two hours for lunch, between the last category race and the start of the final. For the final, the cars would be placed on the grid in the order of their average speed in the category race. The event was to be held regardless of the weather. In addition to the prizes awarded to each category, depending on the number of starters, the following prizes would be awarded to the winners of the final race: first place received 5,000 francs plus 5,000 francs offered by the Hartford Company, second 4,000 francs, third 3,000, fourth 2,000 and fifth 1,000. The winner would receive the Hartford Trophy and the Trophy of the Casino d'Aix-en-Provence. The trophy offered by the Hartford Company (the well-known manufacturer of friction shock absorbers) was the first prize in the overall standings and became the permanent property of the manufacturer which won it twice (whether consecutively or not). The trophy was entrusted during the year to the manufacturer which had last won it and had to be returned to the Society of the Autodrome in the first days of the following year. In the event that this trophy was won by an amateur, it was the builder of the car which would be the holder. The trophy was first won by the Talbot Company.
Entries: The AC de Marseille received a splendid list of 31 entries, which is shown at the beginning of this report. But the list is misleading due to the large number of cancellations. Eventually only 17 cars appeared for the start. Alfred Ducreux in the #4 BNC was relieved for the race by Belivier. The #32 car of Henry Imbert was not an Amilcar as is often stated but a 1500 Bugatti, since he started in the 1500 category and did not start with his T35 Lyon type Bugatti. But who was Couc with a 2000 Bugatti? It was very likely the nickname or pseudonym of Henri de Courcelles, the 1925 winner of the Le Mans 24-Hours race. Marcel Sée, the Amilcar team manager, confirmed the entry of two cars for André Morel and Arthur Duray, but the third had to be withdrawn as for Charles Martin had a foot injury. Despite their formal entry, the entire Salmson team did not appear. Most spectators came primarily to witness the first clash between the new 1927 Grand Prix cars from Talbot and Delage. The single Delage entered was the same car that Benoist had driven two weeks earlier at the Grand Prix d'Overture. It was a 1926 Delage grand prix car which had been heavily modified during the winter with a new engine and the exhaust on the left side but retaining a 1926 radiator. It was destined for the 1927 season and the Miramas race promised to be a good test ahead of the upcoming World Championship events. At the Grand Prix d'Overture in Montlhéry the planned Delage-Talbot confrontation did not take place because the new 1500 Talbot which Divo was to drive was withdrawn, supposedly due to Divo's finger injury. Now two weeks later at Miramas the public would be able to see how these two grand prix cars would match up against each other and many enthusiasts went to Miramas with high expectations.
Race: Le Figaro wrote: The rain hampered the race; the crowd stopped it, a race without results. On Saturday, the last day of practice, the sun was shining as it usually does in the Provence. On Sunday in spite of strong showers during the night and morning, a large crowd descended upon Miramas. But the heavy rain changed to forceful showers and did not stop. Hoping that the rain would subside, the officials delayed the start of the qualification races, which were set for 9:30. They decided that a start could be made before noon, and that the qualification runs would be held over only 25 km. Admission to the final would be for those who averaged at least 80 km/h. With rain for 11 hours the huge number of spectators from all parts of the region exceeded all expectations. Despite the pounding rain the grandstands were overcrowded. Charles Faroux wrote that there was no loudspeaker system and the large crowd was confused because they were not informed about the proceedings and changes that were made. Throughout the night the rain deluged upon the Miramas autodrome and at 11 o'clock in the morning a start was not yet possible. Heat 1 & 2: Finally at midday with a fight against the clock, the first two qualification races were held for the 3-liter and 2-liter classes combined with just three cars, Chiron with a Bugatti of 2300 cc, and Lehoux and Couc, both with 2-liter Bugattis. The cars were not able to attain their normal speed; nevertheless, Chiron was fastest, without pushing at 116 km/h average speed.

Results - 3-liter and 2-liter categories qualification

Pos.	No.	Driver	Entrant	Car	Type	Engine		Laps	Time/Status	Diff

1.	28	Louis Chiron	Société Nerka	Bugatti	T35B	2.3	S-8	5	12m56s
2.	23	Marcel Lehoux	M. Lehoux	Bugatti	T35A	2.0	S-8	5	13m21s	+ 25s
3.	25	Couc's	Couc's	Bugatti	T35A	2.0	S-8	5	13m46s	+ 50s

Fastest lap: N/A. Average speed of the 3 litre class winner Chiron: 116.0 km/h (72.1 mph). Average speed of the 2 litre class winner Lehoux: 112.4 km/h (69.8 mph).

Heat 3:
The third Qualification race was held for the 1500 cars over 25 km or 5 laps. The numerous spectators, massed in the immense grandstand, began to grow impatient and agitated since they were not kept informed about the proceedings. This single qualification race with the participation of the Delage and the three Talbots was already a Grand Prix all by itself.
Successively, Robert Benoist with the Delage and Albert Divo with a Talbot made trial laps of the track with gusts of rain and reported back to their team managers Louis Delage and Owen Clegg, the Talbot manager.
The elimination race was the first confrontation between Delage and Talbot but it was not a real battle because the two team managers, after a short consultation, had decided, considering the wet slippery circuit, not to compete for position but just to drive to qualify. It was understood before the start that Divo and Benoist would be content to qualify without trying to fight one against the other. Divo and Benoist finished in a dead heat, while Moriceau won in the Talbot.

Results - 1.5-liter category qualification

Pos.	No.	Driver	Entrant	Car	Type	Engine		Laps	Time/Status	Diff

1.	17	Jules Moriceau	Automobiles Talbot	Talbot	GPLB	1.5	S-8	5	12m37.6s
2.	18	"Williams"	Automobiles Talbot	Talbot	GPLB	1.5	S-8	5	12m37.8s	+ 0.2s
3.	21	"Foc"	P. Matussière	Bugatti	T37	1.5	S-4	5	13m38.2s	+ 0.6s
4.	22	de Praudières	de Praudières	Bugatti	T37	1.5	S-4	5	13m57.2s	+ 19.6s
5.	32	Henry Imbert	H. Imbert	Bugatti	T37	1.5	S-4	5	13m57.6s	+ 20.0s
6.	16	Albert Divo	Automobiles Talbot	Talbot	GPLB	1.5	S-8	5	14m14.0s	+ 1m36.4s
7.	30	Robert Benoist	Automobiles Delage	Delage	15 S 8 1926	1.5	S-8	5	14m14.0s	+ 1m36.4s
8.	20	Jean de Maleplane	Bucciali Frères	Buc	AB-6	1.5	S-6	5	16m53.2s	+ 4m15.6s

Fastest lap : N/A. Average speed of the winner: 118.8 km/h (73.8 mph).

Heat 4:
The fourth qualification race for 1100cc cars included two Amilcars, three BNCs and a Giraud Spéciale, a beautiful car which had competed the previous year. It qualified easily for the final behind the two Amilcars, as did the three BNCs. Ducreux, one of the BNC drivers was relieved by Belivier.

Results - 1.1 -liter category qualification

Pos.	No.	Driver	Entrant	Car	Type	Engine		Laps	Time/Status	Diff

1.	1	André Morel	SNA Amilcar	Amilcar	CO	1.1	S-6	5	12m36.8s
2.	3	Arthur Duray	SNA Amilcar	Amilcar	CO	1.1	S-6	5	12m37.0s	+ 0.2s
3.	14	Jourdan	Jourdan	Giraud	Spéciale	1.1	S-4	5	12m57.6s	+ 20.6s
4.	31	Antoine Massias	A. Massias	BNC	527 Scap	1.1	S-4	5	14m21.6s	+ 1m45.2s
5.	6	"Gubernatis"	"Gubernatis"	BNC	527 Scap	1.1	S-4	5	14m45.0s	+ 2m08.8s
6.	4	Belivier	A. Ducreux	BNC	527 Scap	1.1	S-4	5	14m54.4s	+ 2m18.2s

Fastest lap: N/A. Average speed of the winner: 118.9 km/h (73.9 mph).

Comment by Tony Kaye: The cars in the fourth heat may also have been 'sandbagging' as the two Amilcars, just like Divo and Benoist in the previous qualifier, crossed the line in a virtual dead heat. I wonder if the crowd was beginning to realize that they weren't watching real races at all, merely cars being driving round so that they would be eligible for the final. Morel, Moriceau, "Williams" and Duray all averaged virtually the same speed. Any good commentator could have whipped up the enthusiasm of the spectators with the promise of an exciting race to come."

Final:
For the final, which was scheduled for 60 laps over 300 km, the following 17 drivers had qualified: 3-Liter - Chiron (Bugatti); 2-Liter - Lehoux (Bugatti), Couc's (Bugatti); 1.5-Liter - Divo, Moriceau, Williams (Talbot); Benoist (Delage); "Foc", de Prandières, Imbert (Bugatti); de Maleplane (Buc); 1.1-Liter - Morel, Duray (Amilcar); Jourdan (Giraud); Massias, Gubernatis, Belivier (BNC).

Grid not available

Louis Delage asked his driver Benoist to do two laps and judge the exact condition of the track. Without race management either authorizing or preventing this, Benoist began his test with the Delage. At the same time race officials began positioning the drivers for the start of the final, near the exit of the south turn. None of the race officials took any notice of Benoist, who emerged on his second lap at high speed from the south turn when he saw that the track was blocked by cars already lined up on the grid. Benoist could not stop in time on the slippery track and spun, crashing sideways into two cars, damaging the Buc of de Maleplane and Duray's Amilcar, and also seriously damaging his own Delage. Benoist, who was severely bruised and had injured his right knee, was unable to compete. The fact that Benoist, who was beloved in France and the most successful French driver, could not start, influenced Owen Clegg, the British Talbot Manager, to withdraw the entire Talbot team because he regarded this as a point of honor and did not want to win without competition. The race had now been deprived of its four main contenders. Only 12 cars were now left for the final, because the three Talbots, the Delage and the Buc failed to start while Duray's damaged Amilcar could be made race ready.
Since they had arrived at the track in the morning the immense crowd in the grandstand had not been informed about the delays and changes, or about the start of the final. They were soaked and embittered about the long wait, before the main race was started. And their irritation did not subside. The absence of the two main teams, Delage and Talbot, during the first three laps in the final naturally disappointed the spectators, who were tired of waiting since the morning during pouring rain. They then exhibited their discontent with screams and whistles. At that time the rain stopped and timid rays of sun filtered from the sky. The spectators then began leaving the shelter of the grandstand and came first to the edge of the race track, then invaded the track, dozens of excited people, despite the desperate efforts of Berretrot, the announcer, and five or six heavily outnumbered policemen to stop them. At the risk of causing serious accidents, the ignorant crowd blocked the track at the end of the fifth lap. The leaders Chiron, Morel and "Foc" and the other nine cars came to a stop, unable to proceed, surrounded by the dense, out of control crowd. Most drivers stopped, others, like Chiron, tried to continue through groups of spectators, but the danger was too great. Unprecedented in the annals of motorsport, the race had to be stopped and very wisely the race officials decided to abort the race and issue no results. That is how the third Provence Grand Prix ended, spoiled by the lack of sportsmanship of the spectators and the incompetence of the organizers. It was a race that did not take place.
The crowd damaged some cars, stole radiator caps and irritated some drivers. The crowd sought out the organizers but did not find them and then took revenge on the Talbot pit. AAZ reported that the infuriated crowd ravaged the Talbot pit after which they demanded in threatening pose that the drivers of the Talbots must take part in the race. Divo and Moriceau succeeded in slipping away through a rear door and took off in a private car. One of the drivers, "Tarabesi" -?- acceded to the demand and when climbing in the car he was manhandled and assaulted. His car was turned over and set on fire. Understandably the six policemen were unable to accomplish anything. Charles Faroux wrote the Talbots were said to have been victims but no Talbot was burnt.

Unofficial Results - Final

Pos.	No.	Driver	Entrant	Car	Type	Engine		Laps	Time/Status	Diff

1.	28	Louis Chiron	Société Nerka	Bugatti	T35B	2.3	S-8	5	12m28.0s
2.	1	André Morel	SNA Amilcar	Amilcar	CO	1.1	S-6	5	12m42.0s	+ 14s
3.	21	"Foc"	P. Matussière	Bugatti	T37	1.5	S-4	5	13m04.0s	+ 36s
4.	25	Couc's	Couc's	Bugatti	T35A	2.0	S-8	4
5.	3	Arthur Duray	SNA Amilcar	Amilcar	CO	1.1	S-6	4
6.	22	de Praudières	de Praudières	Bugatti	T37	1.5	S-4	4
7.	14	Jourdan	Jourdan	Giraud	Spéciale	1.1	S-4	4
8.	32	Henry Imbert	H. Imbert	Bugatti	T37	1.5	S-4	4
9.	23	Marcel Lehoux	M. Lehoux	Bugatti	T35A	2.0	S-8	4
10.	31	Antoine Massias	A. Massias	BNC	527 Scap	1.1	S-4
11.	6	"Gubernatis"	"Gubernatis"	BNC	527 Scap	1.1	S-4
12.	4	Belivier	A. Ducreux	BNC	527 Scap	1.1	S-4
DNS	16	Albert Divo	Automobiles Talbot	Talbot	GPLB	1.5	S-8	0	withdrawn
DNS	17	Jules Moriceau	Automobiles Talbot	Talbot	GPLB	1.5	S-8	0	withdrawn
DNS	18	"Williams"	Automobiles Talbot	Talbot	GPLB	1.5	S-8	0	withdrawn
DNS	20	Jean de Maleplane	Bucciali Frères	Buc	AB-6	1.5	S-6	0	crash damage
DNS	30	Robert Benoist	Automobiles Delage	Delage	15 S 8 1926	1.5	S-8	0	crash damage

Fastest lap: N/A. Average speed of Louis Chiron: 120.3 km/h (74.8 mph) Weather: drying circuit after rain. Note: The organizer issued no official results.

In retrospect:
Charles Faroux emphasized that no driver so far adhered to the helmet regulation and Count R. de Vogué, President of the A.C.F., attended the Miramas race - no further comments.

The Hartford Cup 1927 promised to be the most appealing French event of the year in pure speed and the AC Marseille had to be pitied as should also its initiator Paul Bablot.

Robert Benoist , the popular Delage driver, was examined by Professor Roger, who diagnosed a fracture of the leg. Benoist was however able to take the fast train Monday night for Paris, where he arrived in the morning.

The Miramas races took place annually until the devastating 1927 fiasco, after which the course remained dormant because the promoting company had collapsed. The venue never advanced to the prominence that it deserved.
There was no mention made of the 1923 Armangue circuit near Barcelona, a race which had to be stopped, where the imprudence of some spectators led to the serious accident which was not forgotten and which cost the life of Honel, as well as some spectators.

Decent loudspeakers experienced organizers, a sufficient number of policemen were not present and consequently such a chaos evolved that officials and drivers simply packed up.

Comment by Tony Kaye: "I have a completely different take on this. The spectators sat through the rain without complaint - it was something over which no-one had any control. They must have been disappointed when they saw that the Salmson team was not present. They quietly accepted the lack of track information for several hours. They put up with all those things patiently and without any overt complaint. They continued to remain in their seats when the cars finally lined up for the final. Then they saw Benoist in the Delage crash on his warming up lap. But it was only when they saw the Talbots being pushed off the grid and back to their pits that they began to show anger. If the three Talbots had competed, it is extremely likely that the race would have taken place as planned. Don't blame the weather. Don't blame the organizers. Don't blame Salmson. Don't blame the six hapless policemen. The blame falls squarely on the shoulders of Owen Clegg. He had entered his cars to race and the crowd had paid good money and braved horrible weather to see them. Withdrawing them when they were already on the grid and ready to race was a breach of faith and I have complete sympathy with the spectators. Small wonder that they aimed their wrath upon the Talbot pit."

Primary sources researched for this article:
Allgemeine Automobil-Zeitung, Wien
AUTOMOBIL-REVUE, Bern
Automobil-Welt, Berlin
El Mundo Deportivo, Barcelona
L'Auto, Paris
L'Éclaireur de Nice, Nice
Le Figaro, Paris
Le Petit Niçois, Nice
Le Petit Parisien, Paris
Motor Sport, London
Stadium, Barcelona
Special thanks to:
Robert Dick

27 March 1927: Ferdiando Minoia / Giuseppe Morandi (OM Tipo 665 Sport) wins the Mille Miglia sports car race with a time of 21h04m48s

24 Emilio Materassi
Automobiles Ettore Bugatti
Bugatti T35C

6 Count Caberto Conelli
Automobiles Ettore Bugatti
Bugatti T37A

26 Alfieri Maserati
Officine Alfieri Maserati
Maserati 26B

TARGA FLORIO

Medio Circuito Madonie - Palermo (I), 24 April 1927.
1500 cc & over 1500cc: 5 laps x 108 km (67.1 mi) = 540 km (335.6 mi)
1100 cc: 3 laps x 108 km (67.1 mi) = 324 km (201.3 mi)

No.	Driver	Entrant	Car	Type	Engine

	Category II, 1500 cc & Category III, over 1500 cc
2	Innocenzo Ciri	I. Ciri	Bugatti	T37	1.5	S-4	DNS - did not start
4	"Sabipa"	Louis Charavel	Bugatti	T37A	1.5	S-4
6	Count Caberto Conelli	Automobiles Ettore Bugatti	Bugatti	T37A	1.5	S-4
8	Salvatore Marano	S. Marano	Fiat	501 S	1.5	S-4
10	Ernesto Maserati	Officine Alfieri Maserati	Maserati	26	1.5	S-8
12	Antonio Caliri	A. Caliri	Bugatti	T37	1.5	S-4
14	Heinrich Eckert	H. Eckert	Bugatti	T37	1.5	S-4
16	Count Aymo Maggi	Officine Alfieri Maserati	Maserati	26	1.5	S-8
18	Saverio Candrilli	S. Candrilli	Steyr	VI	4.4	S-6
20	Renato Balestrero	R. Balestrero	Bugatti	T35C	2.0	S-8
22	Joaquín Palacio	J. Palacio	Bugatti	T35	2.0	S-8
24	Emilio Materassi	Automobiles Ettore Bugatti	Bugatti	T35C	2.0	S-8
26	Alfieri Maserati	Officine Alfieri Maserati	Maserati	26B	2.0	S-8
28	Nicolò Valdes	N. Valdes	Diatto	20	2.0	S-4
30	Mario Lepori	M. Lepori	Bugatti	T35C	2.0	S-8
32	Ferdinando Minoia	Automobiles Ettore Bugatti	Bugatti	T35C	2.0	S-8
34	Elizabeth Junek	E. Junek	Bugatti	T35B	2.3	S-8
36	André Boillot	Automobiles Peugeot	Peugeot	174 S	3.9	S-4
38	André Dubonnet	Automobiles Ettore Bugatti	Bugatti	T35C	2.0	S-8

	Category I, 1100 cc
40	Ignazio Zubiaga	I. Zubiaga	BNC		1.1	S-4
42	Luigi Fagioli	L. Fagioli	Salmson		1.1	S-4
44	Baconin Borzacchini	B. Borzacchini	Salmson		1.1	S-4
46	Francesco Starrabba	F. Starrabba	Amilcar		1.1	S-4
48	Ezio Rallo	E. Rallo	Salmson		1.1	S-4	DNA - did not arrive

Materassi victorious in the Targa Florio, Borzacchini wins the small category

by Hans Etzrodt

At the 18th Targa Florio 22 race cars started of which half were Bugattis of various types. There were also three works Maseratis, one works Peugeot, one Diatto, one Steyr and one Fiat. In the 1100cc class there were two Salmsons, a BNC and an Amilcar. The largest capacity cars and those in the 1500 category had to complete 5 laps or 540 km. The official Bugattis of Minoia, Dubonnet and Materassi dominated the race with the official Maserati driven by its designer Alfieri Maserati, racing amongst the first three. The Peugeot of Boillot did not lack speed but suffered from too many breakdowns. Materassi and Conelli in official Bugattis finished one, two with A. Maserati third ahead of Boillot's Peugeot followed by the Bugattis of Palacio and Dubonnet. The 1100 category, which had to complete only 3 laps, was won by the Salmson of Borzacchini with his team mate Fagioli second and the BNC of Zubiaga third. The Fiat and Alfa Romeo teams were expected to enter but were regrettably absent. As a result French cars again dominated this great Italian race and Bugatti won for the third time in a row.

The Targa Florio was named after its founder, Conte Vincenzo Florio. The 1927 race was one of the classic events of the year, although it was staged as a formula libre event, splitting the entries into category I for cars up to 1100 cc, which had to do only three laps or 324 km, while category II up to 1500 cc and category III over 1500 cc had to complete five laps of the 108 km circuit. The maximum time allowed was 9 hours for cars over 1100 cc and 7 hours for the cycle cars. The regulations regarding the occupant weight were defined as follows with two options: A) Driver and riding mechanic had to have a combined weight of no less than 120 kg. B) A driver racing solo had to carry 70 kg ballast. Refueling and wheel changes could be done anywhere around the circuit, while driver changes had to be done with a nominated reserve driver but only at the end of a lap and in the presence of a race official. The race was the first event counting towards the newly introduced 1927 Italian Automobile Championship. Also new in this year's Targa Florio was the use of even race numbers to eliminate the unlucky numbers 13 and 17.
The Reale Automobile Club d'Italia and the Auto Club di Sicilia offered prize money totaling 300,000 lire. The winner collected 100,000 lire, the Targa Florio trophy 1927, a gold medal donated by the King and the large gold medal of the A.C. di Sicilia; the driver in second place collected 20,000 lire and a small gold medal and the third placed driver received 10,000 lire and a silver medal. The leading independent driver collected 30,000 lire and a gold medal; second place collected 20,000 lire and a small gold medal and third place 10,000 lire and a silver medal. In categories 2 and 3 the first two finishers respectively received 20,000 lire and a bronze reproduction of the Targa Florio trophy and 10,000 lire and a gold medal. The winner of the 1100 cc category collected 25,000 lire and a bronze reproduction of the Targa Florio trophy, second received 10,000 lire and a gold medal, and third 5,000 lire and a gold medal. The driver who was in first place on the first lap collected 10,000 lire and a small gold medal. Besides the monetary awards there were also a variety of trophies.
Five laps around the Medium Madonie Circuit totaled 540 km. Having been in use since 1919, it included approximately 1400 corners per lap through the mountainous Madonie region, making the Targa Florio a race of over 7000 corners. The narrow circuit with its steep gradients was a true measure of both driver and machine. 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 circuit wound along the Madonie Mountains and turned back past a depot 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 and pass other cars. Finally the circuit turned inland going back to the finish near the Cerda train station.

Entries:
At the end of March Pastore had successfully practiced with a Fiat 509 M race car on the Madonie circuit and it appeared that the Fiat team would take part in the race. Pastore complained about the poor road conditions between Polizzi and Collesano, which he felt should be repaired in time for the race, expecting support from the government. But the Fiat teams with 1000 cc cars and the Spanish make Ricart with 1500 cc cars failed to appear. Likewise, Alfa Romeo, who after a three year absence from the Targa Florio had been expected to enter five of their new 6-cylinder 1500 cars and the Amilcar team which was viewed as a certain entry, also failed to appear.
Since Bugatti had won in 1925 and 1926, they were generally regarded as favorites for this year but also because their cars were truly nimble and pure racecars. The team was now managed by Meo Costantini, the winner of the 1925 and 1926 Targa Florio. Bugatti officially entered four cars for Materassi, Minoia and Dubonnet in 2000 cc supercharged cars while Count Conelli's 1500 car was also supercharged. Aparently the 1500 Bugatti of #4 Louis Charavel was a works car on loan. Maserati officially entered three supercharged 8-cylinder cars, one of the new 2000 cc type for the designer Alfieri Maserati and 1500 types for his younger brother Ernesto and their wealthy friend Count Maggi. Peugeot entered only one official car to be driven by the experienced Targa Florio expert Boillot who knew the course like the back of his hands.
An independent entry was made by Elizabeth Junek, who was known as Eliska Junková in her own country, from Prague in Czechoslovakia with a supercharged 2300 Bugatti. The determined lady learned the circuit extremely well after numerous training laps around the small Madonie circuit. From Switzerland came Lepori with a 2000 Bugatti who would hopefully have more luck than the prior year. Eckert arrived from Germany in a white 1500 Bugatti which was not supercharged. Charavel aka "Sabipa" and Caliri also had 1500 Bugattis but they were supercharged. A complete list of the 22 entries is shown above.

Race:
In the first hours of Sunday morning an enormous pilgrimage of local enthusiasts arrived by train, car and on foot. They came to take possession of the best viewpoints around the entire circuit before these places were overcrowded. The morning sky was cloudy and it was cool. The race was well organized, and the spectators were informed of the latest developments through loudspeakers. From 24 entries, only 22 cars appeared at the Cerda start because Ciri in a 1500 Bugatti had crashed during practice and Rallo in an 1100 Salmson did not appear.
The individual start began at 8:00 AM in order of the race numbers. The 1500 cc category, comprising seven cars, started first, followed by the eleven cars of the over 1500 cc category at intervals of four minutes because of the dust from the dirt roads. Finally, the 1100 cc category consisting of only four cars started at intervals of only two minutes. The starting times had been determined beforehand according to the race numbers and if cars did not appear at the start (e.g. #2), then car #4 was held to its predetermined time of departure.