So Lang and Mercedes-Benz had been declared de facto 1939 champions, despite Auto Union’s Müller actually scoring more points. That decision was made not by the irrelevant and bypassed AIACR, but by Adolf Hühnlein, head of the Nazi state’s motor sport programme, for reasons of political expediency. Lang had won most races, while Müller had accumulated his points mainly with minor placings. In the public eye Lang and Mercedes-Benz had demonstrated the best of the ‘new’ Germany – unmatchable, unbeatable. Be proud, our people, while you foreigners should both respect and fear us.
Right here, at the close of the 1930s, is evidence of what state-backed Grand Prix racing had in many ways become. But strip away the period, the politics and the gathering clouds of war. Just consider the quality of those cars, their construction and design. Every surviving Mercedes-Benz GP car shows evidence of some craftsmen with a drafting-pencil, grindstone or machine tool having lavished unmatched skill and care and love upon every square centimetre of every single component. More careful with their money – benefiting rather less from state defence contracts, yet sharing the GP racing bounty – Auto Union parts match M-B quality where it matters, yet are relatively unfettled, even agricultural, where it does not.
But in the late 1970s when I arranged a track test back at Donington for 1961 world champion Phil Hill in a 1938-39 V12 Auto Union, he approached the experience with trepidation, expecting it to be literally dreadful. In fact he found the handling eye-openingly impressive. He remarked: “It’s a tragedy that after World War II all anybody remembered was the terrifying tail-happiness of the earlier Auto Union V16s. Six hundred horsepower with swing axles up-edging concrete tyres barely 5in wide. If we’d appreciated the balance of these V12 de Dion-axled cars instead, damn, we’d have raced rear-engined cars long before we did…”
Greatest cars
Website poll results
1 Auto Union ‘Type D’
The last of the great rear-engined Silver Arrows, powered by a V12 and sprung on de Dion suspension. Years ahead of its time.
2= Mercedes W125 & W154
The two cars that sealed the three-pointed star’s Grand Prix superpower reputation. Even WWII wouldn’t wipe the memories.
3 Auto Union ‘Type C’
The last of the glorious 16-cylinder AUs that completes a Silver Arrows clean sweep in our poll.
Greatest drivers
Website poll results
1 Tazio Nuvolari
Another inevitable and overwhelming victory for the Flying Mantuan. The benchmark for a generation, even when he wasn’t in the best car.
2 Bernd Rosemeyer
Considered by some as the pre-war equivalent to Senna or Villeneuve. German hearts were broken when the national hero perished in a speed-record attempt in 1938.
3 Rudolf Caracciola
The pre-war Prost to Rosemeyer’s Senna. Three European championships were highlights of a stellar pre-war career.
Archive
From Motor Sport February 1937
Probably the most remarkable feature of Richard Seaman’s inclusion in the official Mercedes-Benz racing team has been the lack of publicity it has received. After all, here is a sporting achievement that is worthy of pride, and yet it has been almost universally ignored by the newspapers.
The apathy in regard to Seaman’s appointment has only been equalled by that which greeted Eric Fernihough’s wonderful motor-bike records. Truly we are the most extraordinary nation – or perhaps we must blame our newspaper editors who fill their columns with ‘human’ stories and refuse to regard real achievements as being of interest to the public. At any rate, no longer can the pessimists say that we haven’t got any drivers capable of handling modern GP cars. “We’ve got the men…”
Caracciola, Seaman and Lang – so reads the Mercedes team for 1937. Quite a formidable trio, for Caracciola is still capable of giving even the meteoric Rosemeyer a run, and Hermann Lang clung to the Auto Union driver’s heels for many laps in last year’s German GP. It will be interesting to see how Seaman shapes up.
Freddie Zehender will be the Mercedes-Benz reserve driver, and it will be remembered that he nearly got his chance at Nürburg last July. He was actually in the cockpit when Neubauer told Lang to take over the car. Von Brauchitsch may still sign up, but there appears to be some difficulty about terms. Then there is the cadet school, consisting of Walter Baumer, Brendel and Hartmann. These three are to undergo an intensive course of training as 1938 drivers, under the eagle eye of Neubauer. It is obvious that such astounding cars as the Mercedes-Benz must take a great deal of getting used to, and a full year’s practice does not seem too much.
Mercedes-Benz is pinning great hopes on its new 12-cylinder cars. The engines have already shown their worth in record attempts, and the rest of the car has received attention. A completely new frame has been designed, which ought to eliminate the road-holding troubles experienced with last year’s eight-cylinder cars. The design of the frame is at present a closely guarded secret, but no doubt full particulars will be available later.