Caracciola won the Monza Grand Prix with Alfa Romeo

The Monza Grand Prix was the last big international event of the 1932 season with the top European drivers present. It was a battle between Alfa Romeo, Maserati and Bugatti with slightly revised regulations for the eliminating heat races. Heat 1 was won by Caracciola (Alfa Romeo) ahead of Minozzi, Varzi, Lehoux, Brivio and Earl Howe. In heat 2, after a bitter battle, Fagioli (Maserati) was victorious ahead of Nuvolari (Alfa Romeo), Taruffi, Chiron, Félix, Broschek, Bernasconi and Modarei. Heat 3 had Campari (Alfa Romeo) as winner followed by Borzacchini, Ruggeri, Biondetti, DeMaleplane, Leon Duray and Gazzabini. In the repêchage, Brivio (AlfaRomeo) won ahead of Broschek, Félix, DeMaleplane, Bernasconi and Modarei while Earl Howe crashed his Delage but escaped injury. The four best drivers from each eliminating race could then enter the 200 km final. At first, the entire Alfa Romeo team refused to start because their demanded disqualification of Fagioli for alleged impediment of Nuvolari was dismissed. Finally, after good sense prevailed, Nuvolari, Caracciola and Borzacchini appeared at the start. Campari and Broschek did not enter the final. Nuvolari and Caracciola alternately held the lead. Near the end, Borzacchini and Nuvolari had to pit with fuel pressure trouble enabling Caracciola to win in new record time ahead of Fagioli, Nuvolari, Borzacchini, Varzi, Chiron, Brivio, Taruffi, Ruggeri, Minozzi/Maserati and Félix while Biondetti, De Maleplane and Lehoux retired.

The 1932 Monza Grand Prix was again held as an international event for racecars without weight or engine capacity restriction. It took place on the old 10 km circuit, comprising the original 4.5 km Pista di Velocita, a high-speed oval track, as well as, the 5.5 km asphalt circuit. The Commissione Sportiva des RACI (Reale Automobile Club Italia) and the Società Autodromo di Monza carried out the organization. The customary system of three heat races, rehabilitation (repêchage) and the final race was maintained. Competitors were divided into three separate groups of nine cars each to start in three separate heats. Each group had to cover 10 laps, consequently 100 km.       By departing from the old division by engine capacity, a new formula had been created because previously, with the class heats, the official factory drivers raced together in the same heat and therefore had the possibility to make special arrangements which, for sporting reasons, was not desirable. To prevent this from happening, Cavaliere Vinzenzio Florio, president of the RACI sporting commission, introduced this amended formula. Accordingly, it was arranged so that different makes always came together in each group, to avoid for example that the entire Alfa Romeo team would battle in the same heat race. Each of the three groups included the cars of the different racing teams which were distributed in a way to assure equal strength within each group. The competitors for the three groups were determined through a special allocation process with a ballot system which took place on September 6, just five days before the race. First, the order of the competitors was decided from makes and teams of two or more cars. Thereafter, the separate drivers were gradually allocated into the groups. For example, the first driver into the first group, second driver into the second group, third driver into the third group and fourth driver into the first group. The official teams were now separated so that signs and arrangements among drivers of a same team were no longer possible. A similar method was applied for the allocation of those independent competitors not driving for a team. Every driver now had to race at the highest speed right from the beginning to assure he would finish among the first four; otherwise, he would be eliminated already in the heat race. The repêchage, a 5-lap race over 50 km, gave those drivers a second chance after they had recovered from their problems experienced in one of the prior heat races. Only the fifth to ninth placed cars of each heat were admitted to the repêchage. Then just the first four finishers were allowed to advance to the final together with the first four finishers of the preceding heat races, comprising the 16 best drivers to battle for 20 laps over 200 km.       Each car could only be occupied by the driver. Driver changes were allowed just in front of the pit at the presence of a race commissioner. To be classified in each group, drivers were allowed a maximum time of 10 minutes after the first car finished for the heat races, five minutes for the repêchage and 20 minutes for the final.       The prizes were mainly paid in cash. The winner of each heat received 12,000 lire, second 8,000, third 6,000 and fourth 4,000. The winner of the repêchage received 6,000 lire, second 4,000, third 3,000, fourth 2,000 and fifth 1000. The winner of the final received 40,000 lire, second 20,000, third 15,000, fourth 10,000 and fifth 5,000 lire. The total prize money amounted to 196,000 lire.

Entries: The spectators were looking forward with great interest to an entertaining Monza race because it promised to be a decisive battle between Alfa Romeo, Bugatti and Maserati, possibly the greatest race of the year. The Milan factory sent Nuvolari, Campari, Borzacchini and Caracciola, all with the new 2.6-liter monoposto. The Scuderia Ferrari entered Alfa Romeo Monzas for Count Brivio and Taruffi. Bugatti was represented by Varzi and Chiron with the 5-liter Type 54 model. Maserati entered Fagioli, Ruggeri, Minozzi and Ernesto Maserati with the new, long expected, 3000 cc front wheel drive monoposto, to undergo its first baptism and also the potent 16-cylinder car. Independent Maserati entries were made by Pelassa, the Swiss Pedrazzini, Savi, de Maleplane and Fronteras. Other great names of independents included famous American driver Leon Duray to start with his 1500 cc Miller front-wheel-drive single-seater. Then there were the Germans, von Brauchitsch and Broschek, both in Mercedes-Benz. Earl Howe (Delage) from England, Bouriat, Lehoux, Romano, and Bernasconi were all in Bugattis with Gazzabini and Félix both with Alfa Romeos, then Biondetti (MB-Speciale) and Moradei in an old 1.5-liter Talbot.

Practice: As early as Tuesday Campari and Caracciola circled around the track with their monoposti. On Wednesday practiced Varzi with the Bugatti, Earl Howe (Delage), De Maleplane (Maserati) and Lehoux (Bugatti). Campari drove one lap around the 10 km circuit in 3m15s, which unofficially broke Fagioli's existing record of 3m19.3s. Varzi, who held back, drove a 3m25s lap. Borzacchini and Caracciola came as low as 3m21s. After their trip from the Masaryk-Ring, Chiron and Nuvolari arrived still on Wednesday. Chiron immediately drove some laps without his times being made known. When the American Duray viewed the circuit, he supposedly explained that he would go now and sleep. He did not seem to be concerned about the race. Furthermore, it became known that Maserati would not start with the new 3000 cc front-wheel-drive monoposto and neither would German von Brauchitsch (Mercedes-Benz) appear.       On Friday Borzacchini and Nuvolari lapped the circuit in 3m16s and 3m17s, Caracciola 3m18s and Campari 3m19s. Fagioli, in the 16-cylinder Maserati, drove many laps, the fastest in 3m21s. Minozzi in the 3000 cc Maserati also drove his fastest lap in 3m21s. Varzi's best lap, in the 5-liter Bugatti T54, was 3m20s.

Heat 1: The number of spectators were estimated to be 100 000. The Prince and Princess of Piedmont were guests of honor and seated in the separate Royal Box. The nine drivers comprised of Minozzi, Brivio, Caracciola, Varzi, Howe, Pelassa, Pedrazzini, Bouriat and Lehoux. Since Pelassa (Maserati), the Swiss Pedrazzini (Maserati) and Bouriat (Bugatti) did not arrive, only six cars appeared at the start.

2 Minozzi Maserati 4 Brivio Alfa Romeo 6 Caracciola Alfa Romeo 8 Varzi Bugatti 10 Howe Delage 18 Lehoux Bugatti

When the flag fell at 10:30 AM, Caracciola's red Alfa Romeo instantly shot away at incredible speed and after the first lap he had already established a clear lead ahead of Minozzi (Maserati), while Varzi kept third place and tried hard against the strong opposition. Then followed Lehoux, Brivio and Earl Howe. Caracciola was driving the fastest car and while the other competitors performed all right, they could never threaten the German. After 5 laps or 50 km the order was: 1. Caracciola (Alfa Romeo) 16m49s = 178.390 km/h 2. Minozzi (Maserati) 17m09s 3. Varzi (Bugatti) 17m50s 4. Lehoux (Bugatti) 17m56s 5. Brivio (Alfa Romeo) 18m01s 6. Earl Howe (Delage) 18m46s There was a good fight for fourth place between Lehoux (Bugatti) and Brivio (Alfa Romeo). Lehoux was slightly faster through the corners which decided the battle in his favor. On lap seven, Caracciola drove the fastest lap in 3m18.2s equal to 181.086 km/h. On lap nine, Minozzi burst a tire causing him to fall back. He did not stop at the pit but could maintain second position finishing on the rim. Caracciola's time for the 10 laps was a new record in 33m24.2s at 179.62 km/h. Varzi seemed to be content with third place, followed by Lehoux, Brivio and Earl Howe in the smallest car.

Heat 2: The greatest interest centered around the second heat where a battle of three equally strong drivers was anticipated, between Nuvolari with the Alfa Romeo monoposto, Chiron in the 5-liter Bugatti and Fagioli, the Monza record holder, with the 16-cylinder Maserati. The nine drivers to start included also Taruffi, Broschek, Savi, Félix, Bernasconi and Moradei. Evidently Savi (Maserati) did not appear and only eight drivers lined up for the start at the scheduled time at 11:45 AM.

20 Fagioli Maserati 22 Taruffi Alfa Romeo 24 Nuvolari Alfa Romeo 26 Chiron Bugatti 28 Broschek Mercedes-Benz 32 Félix Alfa Romeo 34 Bernasconi Bugatti 36 Moradei Talbot

Nuvolari shot ahead of Fagioli who also raced with great vigor. On lap two, Nuvolari drove the fastest lap in 3m17s. It appeared quite uncertain whether Nuvolari or Fagioli would gain the upper hand. Lap after lap, both cars passed the grandstands as a close pair, first Nuvolari, then Fagioli changing the lead every lap. After five laps or 50 km the order was: 1. Fagioli (Maserati) 17m10.8s = 174.620 km/h 2. Nuvolari (Alfa Romeo) 17m11.6s 3. Chiron (Bugatti) 18m22.4s 4. Taruffi (Alfa Romeo) 20m35.8s 5. Broschek (Mercedes-Benz) 20m58.6s 6. Bernasconi (Bugatti) 22m27.0s 7. Moradei (Talbot) 24m35.6s Fagioli and Nuvolari fought each other with unheard harshness. After the first half of the race it was still entirely uncertain who of those two drivers would end up with victory. On lap six Nuvolari attempted to pass Fagioli on the short straight after the underpass at Vialone bend and went off the track, jumping the curb, damaging the left front wheel and bending the axle. He made a quick pit stop for a new wheel. Just before the end of the race, Chiron also left the track, stopped at the pits to change a damaged wheel and fell from third to fourth place. Fagioli remained in the lead, maintaining his supreme driving style until the end, while Nuvolari, in the damaged monoposto, came second over one minute behind. Taruffi finished third and Chiron fourth. Broschek failed to get anything done in Monza.

Heat 3: The spectators anticipated heat three with less interest since it was assumed that it would become a private matter between the Alfa Romeo drivers Campari and Borzacchini, both in 2.6-liter monoposti. They had to deal with the American "Black Devil" Duray, who went to battle in a 1.5-liter Miller front-wheel-drive monoposto. The nine drivers consisted of Ruggeri, Campari, Borzacchini, Duray, De Maleplane, Fronteras, Gazzabini, Romano and Biondetti. Evidently Fronteras (Maserati) did not appear and only eight drivers turned up for the start with Biondetti in row three.

38 Ruggieri Maserati 40 Campari Alfa Romeo 42 Borzacchini Alfa Romeo 44 "Duray" Miller 46 de Maleplane Maserati 50 Gazzabini Bugatti 52 Romano Bugatti 54 Biondetti MB-Maserati

At the 1:00 PM start, Campari and Borzacchini went into the lead. The cars completed lap one in the order of Campari, Borzacchini, Ruggeri, Biondetti, DeMaleplane, Gazzabini and Duray. Romano had already retired after the first half lap. Gazzabini in his old Monza retired on the third lap. The American Duray with the 1.5-liter Miller disappointed, being unable to keep up with the competitors. On the third lap, he was already lapped by the leading Alfa Romeos. After five laps, while having problems to keep the car in its normal course, Duray crashed, ending in the road ditch. It was not certain whether he did this intentionally or by mistake. The spectators hissed at the "Black Devil" for his theatrical behavior. Campari retained the lead until the end, Borzacchini came second, Ruggeri third, then Biondetti and De Maleplane.

Repechage: The repêchage remained a very gentle matter, with little interest by the spectators. Brivio, Earl Howe, Broschek, Félix, Bernasconi, Moradei and de Maleplane decided to start in this 5-lap race from where only the first four finishers could advance to the final. Since a record of the starting lineup was not available, a compromise shows the cars in numerical order as seen in the prior heats. This starting grid was assembled by assumption and cannot be proven to be correct.

4 Brivio Alfa Romeo 10 Howe Delage 28 Broschek Mercedes-Benz 32 Félix Alfa Romeo 34 Bernasconi Bugatti 36 Moradei Talbot 46 de Maleplane Maserati

The start took place at the scheduled time of 2:30 PM. Brivio held the lead from the beginning, which he could maintain without great effort. Broschek was the only one with some success to attacked Brivio. The race ended with Brivio first, Broschek second, then Félix, de Maleplane, Bernasconi and Moradei. Earl Howe had made a poor start and was last. On the first lap when approaching the second Lesmo corner, he caught up too quickly with the slower Talbot and Bugatti in front of him and Howe had to brake heavily before the slower right-hand bend. His Delage suddenly skidded to the left over a ditch, hit a tree and from there slammed with great speed into another tree where it literally wrapped itself around the tree trunk so closely that front and rear wheels almost touched. The car was totally ruined, but Earl Howe miraculously escaped uninjured with only a slight tear in his overalls. Count Giovanni Lurani in 'Racing Round the World' stated, "Fortunately, Lord Howe came off cheaply after sustaining a terrific blow on the head which smashed the crash hat which he always wore for racing, and left him somewhat dazed but otherwise almost unscratched."

Final: The first four from each of the preceding races advanced to the final, which the spectators had been anticipating with great excitement. But before the beginning, an unforeseen situation emerged. After the finish of heat two, Nuvolari immediately declared that Fagioli intentionally had hindered him. The Alfa Romeo Company, managing director, Gianferrari, his great designer, Vittorio Jano, and team manager Aldo Giovannini, stood completely behind Nuvolari and promptly lodged a protest with the officials, the Marquis Pietro Parisio, Vincenzo Florio, president of the RACI sporting commission, and Racing Director, Renzo Castagneto. They demanded the immediate disqualification of Fagioli, and simultaneously threatened to withdraw the entire Alfa Romeo team unless Fagioli was punished immediately.       A commission of experts, including Florio and Castagneto, then inspected the site of the incident. The commission's judgment, published in IL LITTORIALE, stated that the severe incident took place on lap six. Following Lesmo corner, on the short straight after the underpass, Fagioli's car was in the lead with Nuvolari close behind. Nuvolari then attempted to pass on the left, while approaching the very fast left bend, where poor Arcangeli had lost his life the year before. Nuvolari drove on the left side, Fagioli to the right. Fagioli drove along the racing line pulling towards the left so that Nuvolari's line to pass was blocked. When Nuvolari realized that he could not make the pass, he braked hard, leaving rubber marks on the track. His car then drove over the small curb on the left where he burst the left front tire, while the car bounced over but then came back onto the track. According to statements from eye witnesses, it was only due to Nuvolari's excellent driving skills that prevented a serious accident. Mr. Parisio then informed Alfa Romeo that he had fully investigated the incident and that the appeal was upheld, supported by the testimony of the road commissioner. General consternation, embarrassing attention, red faces! It appeared that Alfa Romeo indeed did not want to enter the final. The situation became unbelievably strained, then the repêchage started.       The sporting commissioners issued a bulletin in which the settlement of this case was postponed to after the end of the race and thereby increased the confusion. This was a very unfortunate attitude towards such a situation, which required an immediate solution with a quick decision. It was not because Alfa Romeo threatened with withdrawal of their cars but because the report of a sporting commission and eye witness statements had been put forward, which alone should have been decisive.       The scheduled starting time for the final was 3:45 PM. Cars were waiting on the starting grid but the Alfa Romeo monoposti were not there. It indeed appeared as if Alfa Romeo would not turn up at the start. The crowd grew unsettled, next became volatile and loud calls of "Alfa" were voiced from the grandstands. Only after the crowd clearly had expressed their annoyance, the former Italian Secretary of the Fascist Party, Mr. Roberto Farinacci, eventually troubled himself with the angry Alfa Romeo Managing Director, Gianferrari, who was influenced only after urgent persuasion from this highest side to enter his cars for the final race. He withdrew his protest and Nuvolari, Caracciola and Borzacchini appeared for the start. The public received the Alfa Romeo team with enormous applause. Fagioli and Nuvolari showed great sportsmanship when they hugged in front of the crowd.       It was hard to judge who was to blame for this much debated encounter. Both drivers raced at a speed of 180 km/h when the incident happened. Fagioli constantly stated on his part that he had not noticed Nuvolari. As far as can be determined, both drivers were a bit wrong and a bit right. Another chapter was the fact that an old animosity survived between Nuvolari and Fagioli.       Campari did not start since his Alfa's front axle was fitted to Nuvolari's monoposto, which had been damaged in the second heat incident. Since Campari and Broschek did not appear, only 14 drivers lined up for the 20 lap final at the delayed start. Merely one photograph of the start was available to serve with compiling a somewhat compromised starting line-up and was assembled with some assumption and therefore cannot be proven to be a correct grid.

6 Caracciola Alfa Romeo 24 Nuvolari Alfa Romeo 54 Biondetti MB-Maserati 18 Lehoux Bugatti 32 Félix Alfa Romeo 22 Taruffi Alfa Romeo 38 Ruggieri Maserati 42 Borzacchini Alfa Romeo 8 Varzi Bugatti 2 Minozzi Maserati 20 Fagioli Maserati 4 Brivio Alfa Romeo 26 Chiron Bugatti 46 de Maleplane Maserati

At the start Nuvolari immediately pulled into the lead. After the first lap, the Mantuan was leading ahead of Borzacchini, Caracciola, Fagioli, Ruggeri, Varzi, Minozzi, Lehoux, Chiron, Brivio, Taruffi, Biondetti, Félix and De Maleplane. On the second lap, Caracciola went past Borzacchini. Fagioli was already 10 seconds behind when it was learned that he had a broken second gear and Biondetti retired his MB-Speciale. After four laps, Minozzi stopped his Maserati at the pits after being hit in the face by a flying stone. Ernesto Maserati replaced him, while De Maleplane retired his Maserati.       After five laps, Nuvolari led Caracciola by two seconds. Borzacchini held third place, seven seconds behind the German, followed by Fagioli in the 16-cylinder Maserati. On lap six, Caracciola managed to get past Nuvolari, but only for a short time, then the Italian moved again in his favorite position. Borzacchini had to stop at his pit to correct a fuel supply problem and ,as a result, lost his good third place to Fagioli.       After ten laps, Nuvolari and Caracciola were close together in the lead, given the same time. Fagioli, who chased in third place, arrived 44 seconds later. Lehoux retired after 13 laps.       On lap 15, Nuvolari was one second ahead of Caracciola and the gap to Fagioli had further increased. Borzacchini was fourth and Varzi followed in fifth place. All along, it was entirely uncertain which of the two Alfa Romeo drivers, Nuvolari or Caracciola, would win but on lap 19 an unexpected incident brought the decision. Nuvolari got stuck a few kilometers from the finish. He encountered the same problem that had slowed Borzacchini's car and stopped at his pit. Nuvolari told his crew that he was out of gas, but Vittorio Jano ordered him to carry on and Nuvolari joined the race without refueling. Victory seemed now secure for Caracciola, although the Alfa Romeo crew observed his final progress with substantial concern. Fagioli, slowed by his gear trouble, also had managed to get past Nuvolari to finish second, Nuvolari now third, then Borzacchini, Varzi, Chiron, Brivio, Taruffi, Ruggeri, Ernesto Maserati in Minozzi's car and Félix was flagged off with no time given. The crowd received Caracciola with brief applause. They had come to see their great Mantuan hero win, but he was out of luck this day. The German, fully aware of Nuvolari's fiasco, walked towards the arriving Italian to silently embrace him. The organization was perfect in all details thanks to the work of RACI commissioner Marquis Pietro Pariso, Cavalliere Vincenzo Florio and Renzo Castagneto.