The 1928 24 Hours of Le Mans was the 6th Grand Prix of Endurance that took place at the Circuit de la Sarthe on 16 and 17 June 1928.
Bentley director Woolf Barnato and Australian-born Bernard Rubin in a Bentley 4½ Litre gave the company back-to-back victories after a race-long duel with the Stutz of Édouard Brisson and Robert Bloch. In the process they won the inaugural prize for overall distance.
The big publicity from the previous year's race and the White House crash raised manufacturer interest and several British and American companies brought teams to the race.Clausager 1982, p.38-9 In fact foreign cars outnumbered French ones for the first time. The race started at a record pace, but after two of the Bentleys and the Ariès retired early, it became a one-on-one duel between the Bentley and the Stutz. They traded positions through the night and into the next morning. Going into the final hours the British car was suffering from water leaks and overheating, while the American car was losing its gears. Both teams drove as hard as they dared, and in the end the distance between the two was barely a lap, and both cars exceeded the previous record overall distance.
Salmson achieved consecutive victories in the Biennial Cup, while the new car from Bollack Netter and Co won the Index of Performance.
Regulations The CSI (Commission Sportive Internationale - the AIACR’s regulatory body) had issued new racing regulations. The Appendix C linked minimum dry-weights (i.e. without liquids, tyres and tools) to engine capacity. These included the following ranges: Engine size Minimum weight Over 8000cc 1800kg 5001-8000cc 1680kg 3001-5000cc 1200kg 2001-3000cc 860kg 1501-2000cc 780kg 1101-1500cc 660kg 751-1100cc 420kg 501-750cc 330kg
In lieu of getting the entrants to drain their cars at scrutineering, the Automobile Club de l'Ouest (ACO) decreed that 15kg would cover the weight of fluids on cars over 3-litres and 10kg for those under. The required ‘passenger-ballast’ rule of 60kg per extra seat, after the driver's, was maintained and additional to those minimum weights.Spurring 2015, p.245
But the main innovation from the ACO this year was the introduction of the Coupe à la Distance for the car that travelled the furthest over the twenty-four hours. Supercharged engines were now allowed (but not into the final round of the 1927-28 Biennial Cup), with their effective capacity regarded as 1.3 times their swept volume.Clarke 1998, p.54: Motor Jun26 1928 The driving hood test, when cars had to run the first twenty laps with their hoods up, was discarded. However, all convertibles were still required to have a hood fitted, though stowed.
Once again, the ACO adjusted the Index target distances; although only by small margin. Example targets included the following: Engine size 1927Minimum laps 1928Minimum laps Required Average speed 3000cc 129 129 2000cc 118 122 1500cc 107 111 1100cc 94 94
The Hors Course rule was relaxed considerably this year – with cars now only disqualified for completing insufficient distance at the 12-hour mark and not every six hours as before. That distance now only had to be 80% of the target distance and not the previous 85%.
The track re-surfacing was completed along its whole length and reflectors were put on the corners for better awareness at night. Roadside picket fencing was put up at all the spectator access areas and the public address system now also covered all those areas.
Entries After the previous year's short entry list, the ACO was gratified to have a far healthier entry list this year. No doubt motivated by the excitement of 1927, and a prize for an overall winner, there were more cars in the large-engine classes, although Ariès was still the only French manufacturer in that category. Indeed, foreign cars outnumbered French cars for the first time, including new entries from Lagonda, Alvis and Aston Martin from Great Britain, Alfa Romeo and Itala from Italy and Stutz from the USA. After the tough race the previous year, there were only six entries eligible for the 1927-28 Biennial Cup, with Salmson taking only one of its two available spots.
Category Entries Classes Large-sized engines 11 / 9 over 2-litre Medium-sized engines 18 / 15 1.1 to 2-litre Small-sized engines 13 / 9 up to 1.1-litre Total entrants 42 / 33 Note: The first number is the number of entries, the second the number who started.
Defending distance winners Bentley arrived with a four-car entry (one kept back for spare parts) and were strong favourites to win the inaugural distance prize. The cars were all 4½-litre tourers, two of them with racing chassis designed by Vanden Plas. The engine put out 130 bhp making them capable of a top speed of 165 kp/h (105 mph). Company director, and chief shareholder, Woolf Barnato drove with his wealthy Australian-born Grosvenor Square neighbour Bernard Rubin. They had the original 4½-litre (nicknamed “Old Mother Gun”) that had been mangled in the White House crash the previous year. The 1927 winner, Dudley Benjafield, was this time paired with 1924-winner Frank Clement. The third car was driven by another of the “Bentley Boys” debutantes, Sir Henry “Tim” Birkin, who was accompanied by the experienced Jean Chassagne, who had chased the team so hard in his Ariès the previous year.Spurring 2015, p.246-7
Automobiles Ariès again returned with its streamlined 3-litre GP2 surbaissée “tank”. Although showing its age, the 3-litre engine had been tuned to now put out 96 bhp. It was driven by works drivers Robert Laly and Louis Rigal. As before the team also entered a pair of smaller 1.1-litre CC4 cars.Spurring 2015, p.269-71
The biggest car in the field, by engine volume and stature was a Stutz BB Blackhawk. Its 5-litre engine produced 125 bhpFox 1973, p.53 and the car had been winning many races in the American AAA racing series. It was entered by Charles Terres Weymann, the Paris-based American car-distributor and aviator and driven by Le Mans veterans Édouard Brisson and Robert Bloch formerly of Lorraine-Dietrich.Spurring 2015, p.250-1
After a promising debut in the 1925 race, Chrysler returned with a big four-car team, once again entered by its French distributor, the Grand Garage St Didier Paris. The “72” was the latest version of the same Chrysler Six but had a bigger 4.1-litre sidevalve engine that developed 85 bhp. The team hired a squad of grand-prix drivers: Henri Stoffel (1925 Chrysler driver) was with dual race-winner André Rossignol, up-and-coming race-winner Louis Chiron ran with Cyril de Vere, Conte “Freddie” Zehender was paired with Jacques Ledure while the Cantacuzino brothers (Parisian-resident Romanian aristocrats) had the fourth car.Spurring 2015, p.256-8
Alfa Romeo had been vying with Bugatti for top Grand Prix honours in the mid-1920s. In sports-car racing they were also proving to be the team to beat with the new design from Vittorio Jano. The 6C-1500 Super Sport dominated Italian races, including winning the new Mille Miglia event. The supercharged 1.5-litre version only put out 75 bhp but gave a top speed of 140 kp/h (85 mph). The Russian émigrée Count Boris Ivanowski entered one for the race. However, the ACO scrutineers rejected it, saying it was “too racy” with too many standard components of a touring car removed to be eligible.Spurring 2015, p.281
Itala’s best racing days were pre-war, but two cars came to Le Mans for the manufacturer’s only appearance. The Tipo 65 had a twin-cam 2-litre engine producing 70 bhp and capable of 130 kp/h (80 mph). Guy Benoist, winner of four Grand Prix in 1927 was partnered with former Chenard-Walcker driver Christian Dauvergne, while the two French nom-de-plumes “Sabipa” and “Christian” drove the other car.Spurring 2015, p.265-6
Like Itala, the British Lagonda company had been racing since before the war. The new 2-litre Speed Model had been very successful in 1927. It had a top speed of almost 150 kp/h (95 mph) and three were entered. Managed by former Bentley driver Bertie Kensington-Moir, he had former other ex-Bentley drivers Baron André d’Erlanger, Douglas Hawkes and Clive Gallop alongside regular drivers Francis Samuelson and Frank King (also Lagonda sales-manager).Spurring 2015, p.273-4
Alvis had also established itself in the British racing scene in the 1920s and was now concentrating on touring-car racing. The new FA12/50 model featured innovative front-wheel drive and could get up to 135 kp/h (85 mph) with its 1.5-litre 50 bhp engine. Two cars were entered for their racing debut, driven by Major Morris Harvey and George Purdy and Sammy Davis (race winner with Bentley) with Bill Urquhart-Dykes. However, only Harvey was really familiar with the different driving style of front-wheel drive.Spurring 2015, p.260-3
Salmson was back with just a two-car team but looking to emulate their success in 1927 it was strong on paper. The Grand Sport had proven reliability and was entered in the Biennial Cup with 1927 winners, works drivers Georges Casse and André Rousseau. The team also entered the only supercharged car to get to the starting line. With the new rules permitting blown engines taking effect this year, they were ineligible for the ’27-28 Biennial Cup. The 1.1-litre engine with a Cozette supercharger was equivalent to a 1.43-litre engine and therefore had 20 more laps added to its target distance. It was driven by Jean Hasley / Albert Perrot.Spurring 2015, p.253-4
After an acrimonious departure from Salmson in 1923, André Lombard was barred from competing for five years.Spurring 2015, p.53 In that time he founded his open company, Automobiles Lombard, making small voiturettes like Salmson. The first production model was the AL3, designed by Edmond Vareille (another ex-Salmson employee). Low-slung, the standard double-overhead-cam 1.1-litre engine had a 4-speed gearbox and had a top speed of 130 kp/h (80 mph). Lombard got ex-Salmson works driver Lucien Desvaux to drive. A second car arrived for Amilcar co-founder André Morel but did not practice.Spurring 2015, p.271-2
A new challenger to Salmson for Index honours this year was Bollack Netter and Co (BNC). Founded in 1923, they started with small, quick cyclecars and then introducing models with bigger engines that proved competitive in racing. Three versions of their new Type H were offered (named after famous race-tracks), including the supercharged “Montlhéry” but it was a regular “Monza” model that was bought to Le Mans. This small 2-seater had a Ruby DS 1100 pushrod engine that put out 30 bhp and a three-speed gearbox. It was driven by regular works driver Michel Doré, along with Jean Treunet.Spurring 2015, p.254
After a terrible 1927 race, Tracta returned with three of their front-wheel drive cars. Along with an improved Gephi, two new Type A models were entered, one with a 1.5-litre SCAP engine and the other with a 1.1-litre SCAP engine. Once again, team co-founder Jean-Albert Grégoire was driving, choosing the smaller Type A for the ‘27-28 Biennial Cup. Race veterans Maurice Benoist and Louis Balart ran the 1.5-litre car, while Roger Bourcier (injured in the road accident before the previous year’s race) drove the Gephi with the first South American at Le Mans: the Argentine Hector Vasena.Spurring 2015, p.267-9
Aston Martin had had a difficult beginning, going through several bankruptcies since it was founded in 1913. The first design of the latest incarnation was the T-Type, which was to lead to the next model, the International. It was a four-seat convertible with a 1.5-litre engine and 4-speed gearbox. Two prototypes came to Le Mans, driven by engineer co-owner Augustus “Bert” Bertelli / George Eyston and Cyril Paul with former Bentley mechanic Jack Besant.Spurring 2015, p.278-80
Practice