James Gordon Bennett (JGB) junior was a wealthy American citizen and owner of the American New York Herald by inheritance. Since 1877 he lived in Paris, a town that was full of vivid life and that addressed itself to almost all technical and new developments. In 1894, JGB witnessed the “Le Petit Journal” organised “Concours des sans chevaux” and undoubtedly must have experienced the enthusiastic appeal of the new automobiles.

Realising that his native US automobile industry significantly lagged on the European, in 1899 he proposed to probably several national Automobile Clubs that they should organise an international motor racing contest with national teams, starting from 1900 on.

It could have been his intention to involve the American automotive industry in motor racing events. In his view, this was the most effective way of testing and promoting US cars. In those days, US auto industry was far behind to European cars. It is typical, that for a second time, a newspaper owner initiates an event for motor racing, similar as with the 1894 and 1895 Petit Journal events of Paul Griffard. The race event was called “The Gordon Bennet Cup”, in French referred to as “La Coupe Internationale”.

For the Gordon bennet Cup, he donated an expensive cup, made of silver and weighing about 17 kg. It represented an 1895 Panhard (maybe Levassor’s 1895’s car, winner of hearts) with the Goddess of Victory standing on the driver’s seat and the Genius of Progress in front. Maybe she is holding the flame of progress in her hand, but that I don’t know for sure.

What’s more, some 25 (!) rules or formulations were stipulated, limiting the maximum number on three cars per country. This requirement especially was not quite welcomed by the French Automobile Club de France (ACF). The French automotive industry was by far larger than all other countries and three participating cars could ever resemble their automotive dominance. France’s automotive industry compared with all other nations, was gigantic, or like some said, they could “dwarf” the other industries. That would be so until about 1908 as after that, other countries such as Germany, Italy and England challenged the French supremo position then more and more.

So, the French ACF’s reluctancy for these event formulations was in the least understandable. The ACF choose the already organised “City-to-City” races or part of its routes for the first GB races. In result, the Gordon Bennett Cup races did not enjoy very enthusiastic interest by most automobile manufacturers and of the public, at least in the beginning.

For the first Cup race in 1900, only seven assignments were entered. The French honours were defended by three Panhard’s, which gave rise to some organisational conflicts even before the start. Of the seven, two did not start, of which one of them was the American Winton of Anthony Ryker. The second Winton retired, as did all other competitors, except Girardot and Charron. Of those two remaining Panhard’s, Charron would be the winner.

The 1901 Cup race was run concurrently with the Paris-Bordeaux race but ended at Tours. The English Napier was entered in the Paris-Bordeaux race, as a disqualification was feared for having mounted French tyres. All two German cars simply didn’t show up, as these were sold prior to the race. So now, three French cars started, with now Girardot as winner of the 1901 Cup.

The 1902 Gordon Bennet race was part of the Paris-Innsbruck section of the complete Paris-Vienna City-to-City race. The final selection came just before the end, on the severe Arlberg pass. All remaining competitors retired, except the English Napier, driven by Selwyn F. Edge. So, now it was up to England to organise the 1903 version. Then came 1903!

Some weeks before the Gordon Bennet Cup race, the Paris-Madrid City-to-City race was held. But this one changed everything in motor racing. On that very race, even before Bordeaux was reached, several drivers, mechanics and onlookers were wounded or even killed. The governments of France and Spain decided to eliminate the race on the spot. This horrendous race was afterwards named the “race of death”. Since then, City-to-City races were never again organised. Instead, the Gordon Bennett Cup came ever more in focus of automobile manufacturers.

The 1903 Gordon Bennett Cup race was to run on the isle of Ireland, as motor racing on open roads was forbidden in England. And by some kind of coincidence, the whole course was safe as could be, simply because of the surrounding landscape. The race had no accidents, no casualties and it even became a thrill. Jenatzy in a Mercedes would win, handing the 1905 organisation to Germany.
But by now, the Gordon Bennett Cup race was “en vogue” and many manufacturers and drivers now were very keen on participating.

The 1904 race, organised by the German Automobilklub von Deutschland (AvD), was projected in the mountainous Taunus region. Just near to the German Emperor’s summer residence. That many assignments were received this time, that even special elimination trails had to be organised in order to determine each country’s three participating cars and drivers. The GB Cup should be conformal to its original rules!

Finally, six countries participated, hence a total of 18 cars. This race too was, as in 1903, very exciting and France’s Richard-Brasier driven by Leon Théry won, just slightly for Jenatzy’s Mercedes. And thus, the cup was back in France, leading French magazines to hail “la coupe revient en France” (La Vie au Grand Air) or “Le retour de la Coupe en France” in La Vie automobile.

For the 1905 version of the French Gordon Bennett Cup, a very difficult and strenuous course was chosen in the Auvergne. Also now, as in 1904, elimination trials were required for selection. Also, this year, six country teams assigned, totalling the number of cars to 18. No need to remark, that again elimination trials were required.
And again, enough thrill and sensation, as only in the last half of the last lap, the winner was decided: Théry. So again, the Cup stayed in France.

As the French ACF had declared, not being interested anymore in organising another Cup race for 1906, no more Gordon Bennet Cup races were ever held after that. It was, as if the ending of the Gordon Bennet Cup, gave birth to a new competition ……. the Grand Prix came into life and would endure up to these days.