Grand Prix Racing Cars (1921-1939): Portfolio by Hans A. Muth

1921 Duesenberg 3 Litre
– In 1921 with Jimmy Murphy at the wheel this blue and white car won the first and to this day the only Grand Prix race for the United States in the French Grand Prix in Le Mans. Ho had an average speed of 77.67 m.p.h. (125 k.p.h,) over the course distance of about 311 miles (500 km.). The work of the Duesenberg brothers who were of German extraction dates back to the years before the first world war, when in association with other firms and finally as a company bearing their own name they were engaged in making high performance engines. In 1920 a Duesenberg achieved a speed of 156.58 m.p.h. (252 k.p.h.) over the distance of a kilometre, which constituted a new record. This astonishing performance for those days was achieved with two engines of the eight-cylinder in line type, which was also used in the road racing car. It was built to comply with what was known as the U.S.A. formula (1920—1921), which prescribed a maximum cubic capacity of 3 litres and a minimum vehicle weight of 1,764 lbs. (800 kgs.). This 3 litre engine gave an output of 115 h.p. at 4,225 r.p.m. It was the first racing car to be fitted with hydraulic brakes on all four wheels, whilst most other competition cars were fitted with the awkward cable brakes right into the nineteen thirties. The fame of Duesenberg cars, however, was based on the imposing limousines of which the 6.8 litre 265 h.p. Model J introduced in 1928 became one of the most admired cars of its time.

1921 Ballot 3 Litre
– Whenever the classic makes of racing car are mentioned Ballot will be amongst them. The hopes of countless French motor racing enthusiasts were centred on this car, which was to become a link with the glorious days before the first world war. This was one of the first racing cars to be driven to victory with an eight-cylinder engine. The organisers of the American Indianapolis race had limited the cubic capacity to 3 litres for the 1920 race, so that the Ballot brothers decided to enter for the contest. All three Ballot cars which took part in the race completed the 465 mile course which was a very gruelling test of materials and won second, fifth and seventh place. A year later the car was equipped with front wheel brakes made under licence from Isotto-Fraschini but this was not the end of its racing career. The engine drew in and exhausted its fuel through four valves in each cylinder and had an output of approximately 110 h.p. at 3,800 r.p.m. One of the cars greatest achievements was to win first and second places in the 1921 Italian Grand Prix in Brescia. It only took part in international events however, over a relatively short period. After four years these cars, which were considered some of the most advanced and fastest of their time were withdrawn from racing.

1922 Fiat 2 Litre
– The supporters of the Turin firm could look back with pride for many years at tho superiority of the 16 litre giant Fiat, which won the French Grand Prix in Dieppe in 1907. Fifteen years later in 1922 the same driver Felice Nazzaro at the age of 42 repeated his victory in Strasbourg and this time with this Fiat, which had been designed in accordance with the 2 litre formula (1922—1925). The race was run over a distance of 497 miles (800 km.) and took place in bad weather, in which Nazzaro and his team mate Bordino lost a rear wheel and Nazzaro had to change his tank because of leaks. The great names of Ballot, Bugatti, Sunbeam, Rolland Pilain, Mathis and Aston Martin were all represented in this race. Nazzaro completed the course at an average speed of 78.9 m.p.h. (127 k.p.h.). Tho six-cylinder engine had an output of 95 h.p. at 4,500 r.p.m. The victory of the Turin company however, did not come by chance. The car was small, manoeuvrable, light and low on the ground and it was thus to set new standards for the design of racing cars. The four-wheel brakes with light alloy brake drums were provided with servo assistance. It was a sad disappointment for many Italians when in 1926 Fiat gave up motor racing to concentrate entirely on the production of passenger cars.

1924 Sunbeam 2 Litre
– With all the tenacity of their race and unperturbed by defeats and forced withdrawals tho English were determined from the beginning to make their mark on motor racing. Tho Sunbeam company, which continued to make bicycles bearing this name until 1899 turned to motor racing in the early days of the sport. In 1909 they secured the co-operation of the French manufacturer, Louis Coatelen, whose efforts were rewarded by the great victory of Henry Segrave in the 1923 French Grand Prix in Tours. The car was fitted with a supercharger for the 1924 season, as this was permitted under the two-litre formula of that time. The six cylinder in-line engine of the orthodox type with two overhead camshafts achieved with the aid of a supercharger a power output of 140 h.p. at 5,500 r.p.m. This car whose wheelbase and track had been increased was considered one of tho fastest of its time. It was to be denied a second victory, however, in France and ignition difficulties spoilt any chances of success in Lyons. But this car bearing England's green racing colours did achieve success again in the Spanish Grand Prix. In 1925 the last year of the two litre formula, the fortunes of Sunbeam were at an even lower ebb. The best it could achieve was third place behind two Delages in the French Grand Prix.

1927 Delage 1.5 Litre
– Great efforts were made in the nineteen twenties to achieve progressive increases in engine power, and the development of the chassis was almost completely neglected. This model which bears one of the outstanding French names in the racing world at this time was no exception. With rigid axles at the front and rear, semi-eliptic leaf springs, cable brakes and two simple longitudinal members, it had been designed with what was to remain the standard arrangement for car chassis right into the nineteen thirties. At the same time a great deal of trouble was spent on improving engine performance and in 1924 Louis Delage caused a sensation with his 2 litre V-12 engine of 195 h.p. When the 2 litre formula came to an end in 1925 and engine capacity was limited to 1.5 litres with a minimum car weight of 1,323 lbs. (600 kgs.), he again surprised the racing public with the power he obtained from the smaller cubic capacity. During the racing season of 1927 when the Delage proved to be the fastest racing car on the track and was almost invincible, it had a power output of 177 h.p. and a very high engine speed of 8,000 r.p.m. The eight cylinder in-line supercharged engine proved to be a model of reliability, however. At the end of this triumphant season the firm retired from racing but the cars continued to be driven by famous private drivers such as Malcolm Campbell, Earl Howe or Louis Chiron. In 1935 the works were taken over by the firm of Delahaye.

1928 Bugatti 35C
– The great artistic and technical ability of the Italian Ettore Bugatti, who became a naturalized French citizen was responsible for the creation of racing, sports and touring cars, whose liveliness, reliability and sheer beauty became symbolic of the thoroughbred racing car. As the celebrated star of numerous Grand Prix races the Bugatti 35 C in Blue racing colours of France came to be associated with the names of the works drivers, Louis Chiron and Jean Pierre Wimille. A complicated yet highly stable engine was located behind the traditional horse-shoe radiator of every car, whose exterior of polished smoothness was also a feast for the eyes. Ettore Bugatti only built four or eight cylinder engines for his cars. Type 35B and 35 C took the lion's share of the successes during the years 1928 to 1930, which were practically free from formula restrictions. The 35 C had an eight cylinder two litre engine giving 135 h.p. at 5,300 r.p.m. The valves were operated by an overhead camshaft and a supercharger was fitted. The capacity of the 35 B was increased to 2.3 litres. The metal alloy eightspoke wheels formed single units with the brake drums, so that during wheel changes the brake linings could also be changed. Bugatti racing successes were not so common in the nineteen thirties, but the magnificient touring cars have maintained their splendour right up to our own times.

1929 Bentley 4.5 Litre
– This powerful 4.5 litre Bentley had the appearance of a battleship among frigates as it ploughed its way between the much smaller Bugattis, Peugeots and Delages in the 1930 French Grand Prix in Pau and its achievement of second place behind a Bugatti caused a sensation. The Bentleys nicknamed "green whales" in England had already proved thee invincible staying power in the 24 hour races in Le Mans. Four times in succession from 1927 to 1930 these unforgettable 1.9 ton monster secured the first prize in the gruelling contest. The 4.5 litre car with four valves per cylinder remains to this day a masterpiece for all those who revere the best in craftmanship. In 1928 Henry Birkin with the help of racing friends began to design a series of 4.5 litre cars with supercharged engines. The Roots supercharger stood firmly at the front on the crankshaft and increased the power of the engine to 245 h.p. at 4,200 r.p.m. In 1932 Birkin drove this car to victory on the Brooklands track in England in a legendary battle of giants in the second lap against John Cobb in a 10.5 litre Delage and George Eystons in an 8 litre Panhard and set up a lap record speed of 137.94 m.p.h. (222 k.p.h.). However, production of the car ceased in 1931 and shortly afterwards the Bentley company became a part of Rolls Reyes.

1931 Mercedes-Benz SSKL 7.1 Litre
– Daimler-Benz were one of the first to use superchargers on their powerful passenger and touring cars. After 1924 this company brought out a series of progressively more powerful sports cars, based on the successful 6 litre six-cylinder touring car whose power output was increased from 100 to 140 h.p. with the aid of a supercharger. In 1926 a shorter version known as Model K (K standing for Kurz Short) was introduced which had 4 seats instead of 6 whilst the capacity of the S Model (S for Sport) introduced a year later was increased from 110/160 h.p. to 120/180 h.p. This series of robust sports models was continued in 1928 with the SS Type (Super Sports), which with a hollowed-out 7.1 litre engine had a power of 140/200 h.p. This model was followed in 1929 by Type SSK (Shorter version of the Super Sports) whose powerful 6 cylinder engine had a capacity of 170/225 h.p. The crowning glory of this sporting series, however, was reached with Type SSKL (Short and light Super Sports), which had a 170/300 h.p. engine and which was only intended for racing. In 1931 Caracciola won first prize in the Avus race in this car and a year later von Brauchitsch came first in the same race driving the same model. The second year however it had been necessary to give the car a new streamlined front to achieve success, for the period when large capacity sports cars could be run in Grand Prix races, in which engine capacity was not limited, was drawing to a close.

1932 Alfa Romeo P3
– Only Bugatti and later Maserati succeeded with Alfa Romeo in creating a Grand Prix atmosphere which was not based solely on a demonstration of power. One felt for example that the engineers responsible for the design of these Italian racing cars not only looked at their creations from a mathematical standpoint, but were also passionately interested in combining power with breeding. The red Type B Alfa Romeo with the designation P 3 became very popular and was looked upon as a symbol of the Grand Prix racing car in its hey-day. The year of its introduction, 1932, was a triumphant year for the P 3, for with the drivers Nuvolari, Borzacchini and Caracciola it was to win the first three places in the French Grand Prix. It was one of the first cars to be given the form which was to become typical of racing cars. The engine consisted of two blocks of four cylinders with a set of gears between them for operation of the two overhead camshafts and a dual super-charger was also fitted. This power unit had an output of 190 h.p. at 5,400 r.p.m. and its lightweight construction helped to give a favourable power/weight ratio. Thus it seemed that the 750 kg. (466 lbs.) maximum weight formula introduced in 1934 had been specially designed for this car. However, in spite of the capacity of the engine being increased to 3.2 and 3.8 litres, the series of successes came to an end after 1935. Mercedes-Benz and the Auto Union had arrived on the scene.

1933 Maserati Type 3000
– This scarlet racing car dates back to the period when the Maserati brothers themselves controlled the fortunes of the firm which bore their name. In 1947 they left Modena, but they were not able to take their name with them so they founded the firm of O.S.C.A. in Bologna in 1948. The six brothers had always been inspired by a good deal of idealism and in 1926 four of them left their well-paid positions to found with a fifth brother a company for making racing cars. The duels of the rivals Alfa Romeo and Maserati often led to furious struggles right up to the last few yards. With their eight-cylinder three litre cars the Maserati brothers were victorious in many races until in 1934 the silver grey cars from beyond the Alps began to dominate the scene. It was Fagioli who gave the Maserati firm many of their victories. Campari won the French Grand Prix in Monthléry in 1933 with this Type 3000 which had first been entered in races in 1930. All the engine bearings were of the roller type and the valves were operated by two overhead camshafts. A supercharger was also used. The eight-cylinder engine had a maximum output of 230 h.p. at 5,500 r.p.m. By making many sacrifices and by spending an unusual amount of care on design and finish, the Maserati brothers founded a firm, which still exists to-day.

1935 ERA 1.5 Litre
– Besides the large and exceptionally powerful racing cars another type of machine became popular early on in racing history. This class included the small light racing cars which were easier to make than the larger machines and which began to flourish again in the Nineteen Thirties. Ono of the best known of these cars, the ERA moved victoriously from one contest to another. The name "ERA" which is made up of the initials of the title "English Racing Automobiles" was created in 1934 by a group of English racing enthusiasts. It was the most successful English racing car of the period between the wars and was driven both by its creator Raymond Mays, and also by Earl Howe, Dick Seaman and the Siamese Prince Bira. The car was powered by a six-cylinder inline engine with pushrod-operated valves and was fitted with a supercharger which raised the output to 150 h.p. at 6,500 r.p.m. As was the case with many other makes in those days cable brakes and rigid axles were considered adequate, but later versions were introduced with independent suspension. These green racing models were some of the only racing cars to be fitted with a pre-selector gearbox as standard equipment. The appearance of this compact machine reminded one of its larger brothers on the Continent and especially of the Italian cars.

1936 Auto Union Type C
– It is said that only one driver, the famous Bernd Rosemeyer, really mastered the art of driving this car of unorthodox design with so much of its weight at the rear, and it was his outstanding skill which guided it past the winning to win a whole series of impressive victories. The firms of DKW, Horch, Wanderer and Audi who were associated with the Auto Union commissioned the construction of this racing model under the direction Of Ferdinand Porsche. It was not entered for competition until 1934 and had be constructed with great care so as not to exceed the maximum weight of 1,654 lbs. (750 kg.) permitted by the racing formula. Porsche designed a powerful 295 h.p. V-16 engine of 4.3 litres with a supercharger and tank of 44 gals. (200 litres) capacity was placed behind the driver's seat. In 1935 Typo A version was fitted with a larger engine of 4.9 litres and 375 h.p. As it did not live up to its expectations, however, the "Silver Drop" was given some basic modifications for the 1936 season. The picture shows the modified Type C version, which was powered by a 6 litre engine of approx. 520 h.p. at 5,000 r.p.m. This was the great year of triumph for the Auto Union company and Rosemeyer besides winning the trophies in the German, Italian and Swiss Grand Prix races also won the "Coppa Acerbo" and the "Eifel" race. In 1937, however, their rivals from Untertürkheim took the lead in the race for increased horsepower and surprised the racing world by obtaining an output of 646 h.p. from a 5.6 litre engine in the most powerful road racing car, which had ever been made.

1939 Mercedes-Benz W163 3 Litre
– With the introduction of the new racing formula in 1938, racing cars without superchargers once again became a force to be reckoned with on the race track. They could now be made with cubic capacities of 4.5 litres whilst a limit of 3 litres was imposed on cars fitted with superchargers. Mercedes-Benz, however chose to retain their supercharged engines and in 1938 the W 154 was ready for racing. A year later the W 163 was introduced. In comparison with their predecessors of the 750 kg (1654 lbs) formula, these 3 litre Silver Arrows were more aerodynamic and lower on the ground. They had something of the look of a crouching lion ready to spring into action, and with their high performance engines of 483 h.p. they took up the challenge of the rear-engined Auto Union racing cars. The V-12 engine ran at a speed of approximately 8000 r.p.m. and was fed from a two-stage supercharger between the carburettor and the engine. Considerable sums were also spent on the rest of the equipment. The cylinders were made of forged steel and all the connecting rod and crankshaft bearings were of the roller type. Four overhead camshafts and nine oil pumps were also provided. Caracciola won the German Grand Prix for the sixth time on the Nürburgring track in 1939 in this elegant and highly successful car and in the same year Hermann Lang drove it five times past the winning post to victory. His final triumph in the Swiss Grand Prix marked both the climax and finale of this second great racing period of the Stuttgart firm.

1939 Mercedes-Benz W165 1.5 Litre
– Probably no other racing car has ever been designed and constructed in such a short time as this 1 litre Mercedes-Benz. Only eight months after work had started on this car, it was ready together with a second model for the Tripoli Grand Prix of 1939. This silver grey racing car owed her existence to the unwillingness of Italian and French racing firms to enter their formula cars for contests which were dominated by Mercedes-Benz and Auto Union. The idea of instituting another class for racing cars in addition to the Grand Prix formula (which stipulated a maximum cubic capacity of 3 litres with, or 4.5 litres without a supercharger), originated in England. It was therefore planned to hold separate events with less elaborate 1.5 litre models. Thus with no hint of their intentions Daimler-Benz designed this car just to prove that they could also produce the best in this class. The chassis was of the same type as the 3-litre version, but the engine had been completely redesigned and consisted of eight cylinders in V-formation with a twin supercharger giving an output of approximately 270 h.p. at 7,800 r.p.m. With this performance, it was to prove superior to the Alfas and Maseratis, which entered the Tripoli race with engines of 225 or 220 h.p. Although this was to be the car's first and only race, in the capable hands of Lang and Caracciola it was to win first and second places in this desert contest.