Milano–Sanremo: to many, it might just sound like a road route — or more famously, a springtime cycling race. Yet, the first Milano–Sanremo was actually a car race.

To understand what that race represented at the time, we need to revisit the atmosphere in which it was conceived. The year was 1906. In San Remo, a well-to-do clientele was enjoying the Riviera’s climate and beauty. The Casino had opened the previous year, and those no longer preoccupied solely with survival were beginning to explore leisure sports.

At the end of the 19th century, the most popular sports were cycling, horse racing, and track events, but other sports were rapidly gaining interest. Races of all kinds stirred excitement simply by offering a taste of competition. For the past ten years, La Gazzetta dello Sport had been published in Milan, featuring columns on every sporting activity. Its director, Eugenio Camillo Costamagna, who had launched the Giro di Lombardia cycling race in 1905, was in San Remo when the local cycling club Audax proposed organizing a spring race: the Milano–Sanremo.

Costamagna considered the idea but was more intrigued by the emerging automobile competitions. Many foreign manufacturers were participating in these races, and Italian brands — some just small artisan workshops — were holding their own. Returning from the Coppa Florio in Brescia (soon to be followed by the Targa Florio in Sicily), Costamagna envisioned a car race following the route used by Milanese travelers to reach the Riviera.

What made the idea truly innovative was Costamagna’s decision to exclude high-powered, luxury cars and instead focus on “vetturette” — small cars capable of traveling over 300 km. This would help open the market to a broader clientele. The race was open to two categories: cars whose chassis cost less than 4,000 lire, and those between 4,000 and 8,000 lire. (4,000 lire then would be about €17,000 today — expensive, but not entirely out of reach for some.)

The route was set: from Milan to Acqui, then from Acqui to San Remo, covering 310 km along rough roads, scheduled for Wednesday 4th and Thursday 5th April.

On April 4th, the weather was dreadful — it rained all day — but 13 of the 14 vetturette that departed Milan arrived in Acqui on time (except for Nebiolo in a Rapid I). Times were recorded by Mario Montù, a timekeeper from the Automobile Club. The arrival in Acqui caused a stir: local lawyer V.A. Scuti arranged fuel, oil, and garage space for the vehicles.

The drivers were welcomed by members of the local sports club. That evening, to the sound of a brass band, they gathered at the Casino Sociale for an “honorary vermouth” where lawyer Guglieri delivered a lively welcome speech — as reported in the newspaper L’Ancora.

The next day, 12 cars set off for San Remo. Despite the poor weather, they reached the finish line outside the old Hotel Victoria. Of the 12 that left Acqui (RAPID I and OTAY I had withdrawn), 11 reached the finish (Sirtori’s DVSC withdrew). Afterwards, nine vetturette competed in a speed trial over one kilometer, with two runs each.

More powerful cars also took part in non-competitive demonstrations. One amusing event was the "Gymkhana", organized by San Remo’s Festival Committee and held in the Piazza d’Armi. At sunset, the awards ceremony was held in the new Municipal Casino.

Thus ended one of the first Italian car races, demonstrating the potential of small vehicles over long distances. Like in other countries, Italy began to recognize the value of small car manufacturers — passionate mechanics who were pushing the limits of what compact vehicles could do.

In the following months, other races would emerge: the Coppa d'Oro and the now-legendary Targa Florio. The Milano–Sanremo car race, however, faded quickly, replaced the next year by the now-iconic cycling race. Still, manufacturers capitalized on the automotive race's publicity — for example, Diatto-Clément, founded the year before by the Diatto brothers and Adolphe Clément (of Clément-Bayard), advertised:

“The Diatto-A.Clément, 10 HP twin-cylinder car, in terrible road, rain and snow conditions, beat both two- and four-cylinder cars of top Italian and foreign makes, finishing first out of 14 entrants.”

Even Pirelli highlighted the success of its tires, boasting wins in several categories. Among the participating brands, the Milanese OTAV drew attention — a small car produced in Via Lambro. German engineer Max Tuerkheimer designed it in 1904, aiming for a low-cost, air-cooled car. Models included a 4.5 HP in 1904 and a 5.5 HP in 1906.

OTAV entered three vetturette in the race. One didn’t leave Acqui, while another — owned by Count Sormani — was officially second but advertised as first. A strong showing for such a “mini”! The company didn’t last long, however. In 1907, amid a financial crisis, OTAV closed and merged with Junior, based in Turin. Of the 200 cars OTAV built (sold at 2,250–2,400 lire), only two survive today — one in Paraguay’s Automobile Club Museum, the other for sale in Italy, reportedly for €35,000.

Though the race received modest press attention, it was soon forgotten, as racing shifted to more powerful cars. In 1907, the cycling edition of the Milano–Sanremo began — destined to become a celebrated classic, covered by media worldwide, steeped in legend.

In 1929, the car race returned, now named the Coppa Milano–Sanremo, with five female teams competing for the Ladies’ Cup. Cars had advanced, and new roads made for faster travel. By 1935, the Milan–Genoa highway opened, dubbed the “camionale” due to its utility for heavy transport.

The race became a spring tradition, running until 1939, when WWII halted everything. It resumed in 1949, driven by automotive passion, and continued until 1973, when the oil crisis and austerity measures silenced it once more.

Then, in 2003, nostalgia brought the event back — now as a historic re-enactment, dedicated to classic cars, keeping the spirit of the original race alive.