by PETE HAGENBUCH
In 1928 the fledgling Chrysler Corporation was four years old and running at top speed. In that year it had introduced a brand new low priced brand, Plymouth, which was demonstrating great popularity. The purchase of Dodge Brothers, something like Goliath being consumed by the biblical David, was in the works. And the planning for introducing yet another brand, DeSoto, was well along for 1929. The year 1928 would also highlight the corporation’s first venture into the realm of international motor racing. And they started big, with a four car team entered in the Le Mans 24 Hour endurance race.
The Chrysler racing team consisted of four 1928 Series 72 roadsters, powered by L-head inline six cylinder engines with cast iron blocks and cylinder heads. Bore and stroke was 3.5” x 5” and each displaced 248.9 cubic inches (4.1 liters). Compression ratio was 6.1:1. The roadsters weighed in at 3005 pounds with a wheelbase of 118.75.” The Chryslers were all painted in a light cream color with black fenders and trim. Drivers were European, with circuit experience being a primary consideration; Car 7 had the brothers Ghica and Cantacuzino, Car 8 had Stoffel and Rossignol, and the other cars had Lepori, Chiron, and Benoist. The latter two were well-known Formula 1 drivers.
The competition included the Bentley team, with three of the brand-new 4 1⁄2 liter models. These were four cylinder engines with a single overhead camshaft and four valves per cylinder, with pent roof combustion chambers. Cylinder block and heads were of one iron casting, bolted to a cast aluminum crankcase. Car No.2 was driven by Clement and Benjafield, who was co-driver with S.C.H. Davis in the winning Bentley the previous year. In No.3 were Birkin and Chassagne and in No.4, Rubin and Barnato. Woolf Barnato was not only a skilled driver, but also the chairman and majority stockholder of Bentley Motors.
From the USA, aside from Chrysler, there was a single Stutz Black Hawk roadster with the DV-32 engine, a 4.9 liter (298.9 cid) eight cylinder with overhead camshaft and four valves per cylinder. The black car carried the racing number 1. Drivers were Brisson and Bloch.
The remaining entries were small displacement machines which were competing for the Index of Performance. From Britain there were three 2 liter Lagondas, two 1 1⁄2 liter Aston Martins, and pair of Alvis 1 1⁄2 liters with front drive. Italy sent only two 2 liter Italas. The French mustered just a few under-two-liter cars, including two Salmsons and three Tractas.
A total of 33 cars started the race at 4:00 PM on Saturday, June 16.
Until recently, Le Mans used a “Le Mans Start,” in which the cars were angle parked in front of the pits facing out and the drivers stood across the track from them. When the starter dropped the flag, the drivers sprinted across to their cars, started the engines and drove away. To lessen the likelihood of accidents, the cars were arranged with largest displacement engines first; racing numbers were assigned in a similar manner. The Stutz and the three Bentleys were first away, followed by the four Chryslers.
At the end of the first lap, the three Bentleys led with the Stutz on their heels. Birkin’s first lap, from a standing start, set a new course record of 72.7 mph; it was soon obliterated by Barnato’s 74.98 mph. Then Brisson in the Stutz did a lap of 75.42 mph followed by another of 76.1 mph. Barnato and the #4 Bentley settled the argument with a lap of 76.16 mph.
The three British cars, followed closely by the American, drew steadily away from the rest of the field, which was led by the No. 8 Chrysler with Stoffel driving and No. 7, driven by Prince Ghica. One of the Chryslers dropped out in the first hour.
At about this time, the Stutz team manager protested that the three Bentleys were using blocking tactics to prevent being passed by the American car. This led to a warning issued to Barnato for unsportsmanlike driving and a promise of punishment for any repeated violations.
At around 7 PM, Bentley No.3 suffered a punctured tire. The team had eliminated jacks as a weight saving measure, thinking that the car could be driven slowly back to the pits on the rim. Unfortunately, Birkin did not drive slowly, and the wire wheel collapsed, putting the car in a sand bank. Word was brought to the Bentley pit by another British driver, and Chassagne set off on foot with the jack. He walked several miles before reaching the car. After replacing the wheel and digging it out of the bank, three hours were lost.
The Stutz-Bentley duel continued into the darkness, and Barnato and the Stutz swapped the lead repeatedly. A second Chrysler slowly dropped through the field and finally retired before dawn, leaving two in the race.
At about 1 AM on Sunday, the #2 Bentley retired with a broken chassis frame, which caused the radiator hose to separate, overheating the engine. With the #3 working its way through the tail enders, this left only the Barnato car fit to battle the Stutz, which stayed in the lead for most of the night.
The two remaining Chryslers were lapping steadily, not threatening the leaders but also not threatened by other competitors. Positions, other than first and second, remained static for into the morning. The Bentley people were worried about failure of their lead car’s frame; Barnato and Rubin, however, were busy staying with the American Stutz, while Birkin and Chassagne were still working their way back from their three hour delay. In the process Birkin finally ended the lap record competition with a resounding 79.29 mph.
At 2:30 PM, with only an hour and a half to go, the Stutz lost its top gear. After 22 ½ hours without a bit of trouble, the Americans were reduced to protecting their second place finish.
But it wasn't over yet, as the leading Bentley began to show signs of a frame distortion, with several laps to go. As the distance between engine and radiator increased, the coolant leaked at an increasing rate. Barnato slowed the big car to a comparative crawl, continuing to finish laps as the engine grew hotter. At the finish he was ahead by well under a lap, but still in first place.
Brisson and Bloch, in the Stutz, were second; third and fourth places went to the #8 and #7 Chryslers, while Birkin and Chassagne took fifth in the #3 Bentley. While it wasn’t easy and it certainly wasn’t pretty, a win is a win, and this made two in a row for the Bentley team.
The Americans had reason to be proud. The Stutz had proven itself equal to the vaunted Bentley. Chrysler had shown great reliability and fair speed with their much less sophisticated design which sold for far less and was built in much greater numbers.
4 cyl.- 267.9 c.i.
8 cyl.- 298.2 c.i.
6 cyl.- 249.1 c.i.
6 cyl.-249.1 c.i.
Ghica, Ghica, Cantacusino
4 cyl.- 90.4 c.i.
4 cyl.- 67.0 c.i.
6 cyl.- 121.45 c.i.
Davis, Urquhart, Dykes
4 cyl.- 66.8 c.i.
Chrysler Canada and the Great DepressionChapter 4 of the Chrysler Canada Story
1963 Plymouth FuryHot cars at the dawn of the muscle era
All Mopar Car and Truck News
Killing the buzzes
Dodge pickup trucks, 1961-71