Continental Notes and News, April 1935



ntinental Notes and News



Definitely an Inducement.,

MOTOR racing as a whole is surprisingly (ree from nationalistic spirit. Not even the Nazis are badly affected by. it, for we find Italians in both of their State-aided racing teams. Mussolini is most prone to demonstrations of patriotic fervour, and the classic telegrams ordering his men to win are renowned. His latest move is to attach a little matter of 50,000 lires to the Drivers’ Championship of Italy, in which competitors have to drive Italian cars.

A nice little present for Niivolari !

Sport in the Soviet.

One would somehow expect a motor trial in Russia to be different from an English event, and one would be perfectly correct in so doing. A 5,000 kilometre trial is shortly to be held in Turkestan, near Lake Altai, and it will be organised by the Usbekistau Railway If the custom spreads to England (oh yeah I) it would not be too much to find the Lands End being organised by the G.W.R. and ” the Edinburgh ” in the hands of the Joking apart, that 108 m.p.h. on the Newcastle-London route was a Magnificent effort. I can never understand how the permanent way stands up to the combination of weight and speed. The movement of the rails is considerable even When a slow local train passes by. As for the spiked rails of countries abroad

Stuck, Varzi and the Pheasants.

When Stuck went to Gyon for an attack on Calacciola’s kilometre record Varzi went along with him. They found the road covered with snow, and anyway Hans didn’t think it was 14:mg enough for the Auto-Union to get up its fastest speed. Before taking the train to Milan, however, the two drivers attended a terrific pheasant-shoot in Czechoslovakia, when 5,000 birds were accounted for in three days ! Varzi, by the way, is delighted with the handling of the Auto-Union, and his first trial was watched by his close friend, Louis Chiron.

In Italy there was keen competition among the various autostrada authorities for the honour of being made use of by the Auto-Union party. After a careful investigation Stuck and Walb, the team chief, decided on the Florence-Viareggio road, choosing a 7-kilometre section at Altopascio. This stretch is as near level as possible. The owners of the BresciaBergamo autostrada were bitterly disappointed, but Stuck’s reason for not using it was that there are too many side turnings, each of which makes a slight ” heave “in the surface. He pointed out, *too, that the tread Of his tyres was Only 1 mm. in thickness, necessitating a perfect road. The Auto-Union record of 199.00 m.p.h. for the Class C flying mile record has now been confirmed. The engine size was 4,969 c.c. First of all the mile was taken at an average of 318.331 k.p.h., as

against Caracciola’s 316.678 k.p.h, The kilometre record was then attacked, but plug trouble was experienced on the first run, although the return journey was made at 326.975 k.p.h., making an average speed of 308.483 k.p.h., which was considerably slower than Caracciola’s 317.600 k.p.h.

Then another attempt was made on the mile, and the final record of 320.267 k.p.h. (199.00 m.p.h.) was made. The second attack on the kilometre was unsuccessful, although an average of 317.180 k.p.h. was Obtained. On one run the timing apparatus failed to function, and on the extra journey the car developed fuel-feed trouble.

A side wind was blowing all day, but the Auto-Union was amazingly steady.

Out for Records.

Two interesting trials are being held on the famous Cremona-St. Antoine road, where Borzacchini broke the Class C IC/ miles record at 152 m.p.h. on the 16-cyl. Maserati.

First of all, the Scuderia Ferrari will appear with the new twin-engined AlfaRomeo, which is rapidly nearing completion. This veritable projectile has an engine in front and another one at the rear, synchronised in an ingenious way thought out by Signor jano. If the trials are successful an attack will be made on all class records from 1 to 10 kilometres, and from 1 to 5 miles. Nuvolari will be the driver, and will afterwards pilot the car at Tripoli and Avus.

The Maserati concern has also decided to hold the first trials of their new 4.4-litre rear-engined independently sprung G.P. car at Cremona. The car has been seen there in the hands. of Zehender, and if their plans go well they believe it Will be fast enough to attack the same records as are being contemplated by Ferrari, so a battle royal is in prospect.. Maserati have also done a lot of work on the 1,100 c.c. record breaker, and this will be brought out for an endeavour to raise its own record and any other within reach.

Weight Saving in the Maserati.

The new system of chassis construction used by Maserati, in which special thin steel alloy is Welded into a rigid frame, effects extraordinary reduction in weight. A chassis frame for a G.P. car, .built on orthodox lines, weighs something like 100 kilos. The Maserati chassis, on the Other hand, only weighs 37 kilos. I A saving of 60 kilos. is well worth having when you are forced to keep within the 750 kilos. limit for the complete car.

Racing in Germany.

The customary race on the frozen lake Titisee, in the Black Forest, Bavaria, had to be abandoned this year owing to the

lake being insufficiently frozen. Instead a race was held at Neustadt, on February 10th, which provided some really good sport. The circuit lay in the heart of the town, was 3 km. 800 in length, and had to be cOverecl 25 times. There were ascents of 1 in 10, and descents of 1 in 7, with numerous hair-pin bends and curves.

A good time was had by all, with the following results.

moo c.c.—t, Heinle (Adler), 1 h. 35 m. 2 sees., 52.200 k.p.h. 2, Sondethoti (D.X.W.), 1 h. 36 tn. 39.3 sees. 3, Wagner (D.K.W.), 1 h. 39 tn. 6.1 sees.

1,600 c.c..—l. Illmann (D.K.W.), 1 h. 31 m. 1.4 sees., 54.400 k.p.h.

Unlimited.-1, Schweder (Adler), 1 h. 28m. 19.4 sees., 56.200 k.p.h. 2, P. v. Guilleaume (Adler), 1 h. 30 in. 33.2 secs. 3, Baecher (Adler), 1 h. 31 Tn. 41.1 sees, 4, G. v. Guillaume (Opel). 1 b. 35 m. 4 sees.

Rally instead of Race.

At the suggestion of M. Letprey, Montlifery clerk Of the course, and M. Catineau, the proposed round-the-houses race in the centre of Paris has been abandoned in favour of a Rally. The regulations for the latter are now being considered by the prefet de la Seine.

Salmson Wins the Rol d’Or Eliminating Race.

An entry of 32 cars was received for the Bol d’Or Eliminating Race, held at Montlhery on the 3rd March. The circuit routier of 9 km. 181 was used, and the race was a duration affair of 8 hours.

Unfortunately many of the enthusiastic owners of small sports cars let their enthusiasm get the better of them while practising on the wide open spaces of the track, and the field was decimated to exactly one-half of its original strength. Of these 16, exactly one-half finished the course on the actual race day. The start was fixed for 8.30 a.m., but a thick mist reigned at Montlhery when the cars lined up, So proceedings were held up for an hour.

After an interesting race, which did not finish until nightfall, Debille (Sairnson) was found to be the winner, having covered 7 kilometres more than his nearest rival Devand (Amilcar). Manuel, who was greatly fancied as a possible winner, came in third.

Here is the full list of finishers :—

I. Debi& (tialmson), 721 kin. 978, 90.247 k.p.h,

2. Devaud (Amilcar), 714 k.m. 867.

3. Manuel (B.N.C.), 695 km. 790.

4. Levits (Amilwr), 668 km. 061.

5. Jam (Derby), 651 km. 851.

6. Gordini (Fiat), 614 km. 988.

7. Poire (Amilcar), 614 km. 694.

8. Lemaitre (E.H.P.), 885 km. 486.

The first three qualify for the Bol d’Or proper. In view of the good average speed of all the contestants it is possible that the organisers will allow the fourth man to take part in the big race as well.

Only four people entered for the 750 c.c. race ; of these Todd (M.G. Midget) was the sole survivor after five hours, and then he too packed up. His trouble was fuelfeed.

British Women in the Paris-St. Raphael.

There were two English competitors in the Paris-St. Raphael Women’s Rally, namely Miss Riddell (M.G. Magnette), and Miss Haig (Singer). The Rally consisted of the usual set average speed to St. Raphael, 40 to 50 k.p.h. ; a hill-climb of 1,000 metres in which minimum qualifying speeds were set, and an acceleration test of 500 metres.

The hill climb took place during the first day’s run from Paris to Vichy, at a place called Pougues. Here Miss Riddell (53.4 secs.) and Miss Haig (59.6 secs.) were first and second, respectively, in the 1,500 c.c. class ; while an M.G. driven by Countess Moy (55.8 sees.) was first in the 1,100 c.c. class, followed by a Singer in the hands of Mlle. Lucas (1 m. 5 sees.), so that altogether the British cars in the Rally fairly swept the board in this test. The fastest climb was made by Mme. Siko (Bugatti) in 44 secs.

On the next day the competitors travelled to Charnbery-. Miss Riddell had to stop with a broken oil-pipe, but she repaired it in time to reach the control without penalisation. Mme. Messerli, a Swiss competitor, had a sensational accident between Donjon and Digoin, her Fiat making a complete somersault and landing on all four wheels again. None of the four occupants were hurt !

The chief obstacle of the following stage was the climbing of the Col de Lus-laCroix Haute. Bad weather made things even more difficult, thick snow being encountered on the Col, but all the drivers got through safely to Digne. Toulon was the next objective, but first of all the 500 metres speed trial at Marseille was held. Soon after leaving Digne, incidentally, a competitor with the same name as that town had the second big accident of the Rally, again without serious consequences. Her Peugeot got into a terrific skid and turned over, falling down an embankment.

After a rousing luncheon at the JosephAutran hotel the drivers lined up for the speed trials. Again Miss Riddell (27.4 secs.) and Countess Moy (26.2 secs.) on M.G.s made the best performances in their classes, with Miss Haig (Singer, 28.4 secs.) second in the 1,500 c.c. division. Mlle. Lucas’ 950 c.c. Singer (28.6 secs.), however, lost second place to Mme. Roux’s Fiat (27.6 secs.). Fastest time of all was made by Mlle. Larnberjack (Ford V8) in 22.2 secs.

On arrival at St. Raphael eliminating tests took place in order to sort out the competitors who had not been penalised en route. Here the British colours were successfully upheld by Countess Moy, with her M.G. Midget. Miss Riddell was classed third in tie 1,500 c.c. category with her M.G. Magnette, but Miss Haig made an error in manoeuvring which put her right down to 10th place. The total marks for the whole Rally showed a victory for Mlle. Olga Thilbaut (Peugeot Type 201) with 2,487 marks. Miss Riddell’s supercharged M.G. Magnette was placed 9th with Miss Haig 17th, Here are the first ten :

1. mile. Olga Thilbaut (Peugeot 1,084), 2,487 pts.

2. Mine. Ronalt (Delahaye 3,227), 2,483 pts.

3. Mme. Schell (Delahaye 3,555), 2,196 pts.

4. Mme. Dubac-Taine (Fiat 995), 2,158 pts.

S. Mlle. Luca (Singer 972), 2,142 pts.

6. Mlle des Frest (Lancia 1,196), 2,137 pts.

7. Mine. Savoye (Renault 4,800), 2,052 pts.

8. Mine. Conche (Sahnson 1,496), 2,046 pts.

9. Miss Riddell (M.G. 1.086), 2,014 pts.

10. Mlle. Pignal (Peugeot 1,307), 1,932 pts.

Record Breakers at Montlhery.

Two groups of drivers will be seen in action at Montlhery shortly, in an endeavour to break records. MaillardBrune and Druck, the M.G. drivers, who last year broke some 750 c.c. records with a Midget, have now acquired a Magnette, with which they hope to attack as many records as possible up to 48 hours in Class G.

Raymond Sommer, Louis Chinetti and Pesato have been seen at the track recently with their 2.3-litre Alfa-Romeo, and will probably go out for the world’s 48 hours record, at present held by Delahaye at 109 m.p.h.

Buy a Badge !

All over France, at every garage and filling station, the sale of badges to assist the fund for building French racing cars is going ahead. They are priced at 2, 5 and 50 francs, and at , every motoring function they are on sale. It is hoped in this way to collect a really worth-while sum, assisted by propaganda in the Press and “on the air.”

This Formula Business.

All the arguments and discussions about the G.P. formula always bring forth the statement, at some time or other, that the German cars are too fast, and that it is a pity that the original 2.3-litre engines used when the Formula first came into being were not adhered to.

To my mind this statement denies the very purpose of motor racing, which is test and perfect run and beneficial features of design. The Germans have demonsstrated the advantages of independent springing, and surely that alone is sufficient justification for the increase in speed.

Frankly, I can nearly always detect a hint of jealousy in those who criticise the German cars, particularly when that criticism emanates from Continental manufacturers and experts. MercedesBenz and Auto-Union entered the racing field when the monoposto Alfa-Romeo was absolutely unbeatable, and in one season they have attained a state of superiority which will doubtless hold good for another season. All due to designing genius and the courage to test new ideas.

Without independent springing the German cars could not have gone faster than the Alfas with any degree of safety. They cut down weight without sacrificing security, so that they could use bigger engines and get more speed. Manufacturers can—or I should say could— learn far more from the new German cars than from the 2.3-litre cars of a few years ago. You have only to look at the magnificent German production cars to realise that.

Another ” Sweepstake ” Race.

Inspired, no doubt, by the highly successful Tripoli G.P., the A.C. de Tunisie are going. to incorporate a gigantic

sweepstake in their Tunis G.P., which is due to take place on May 5th.

The prize money offered is 40,000, 25,000, 15,000, 10,000 and 8,000 francs, respectively, for the first five finishers. In addition to this, however, generous primes will be given, based on the total of the sweepstake. In fact the money will be good.

The circuit of Carthage has been slightly modified. The organisers realise that the public want speed, so the chicane, or kink, near the grandstands has been cut out. In its new form the course measures 12 km. 600, and as the race will be for 40 laps the total distance will be 504 kilometres.

With an eye to attracting the special twin-engined Alfa-Romeo and any other non-formula cars available, the race will not be run under A.I.A.C.R. regulations and will be open to all racing cars of over 1,100 c.c. capacity, without restrictions as to weight or fuel. It is hoped to obtain 25 entries.

Italian Control. The in is controlled the

The sport in Italy is controlled by the R.A.C. d’Italia, and under the guidance of the new president, the Duke of Spoleto, some drastic alterations in the executive of the latter body are being made. The sporting Commission now consists of the following members : Prince Rudolfo del Drago (President), C. Benassati, G. Canestrini, A. Dacco, C. Filippini, Count Mazzotti, A. Mercanti, A. Rivetti, R. Staccioli, and E. Tron.

Cancelled. The usual cancellations are

The usual cancellations are gradually coming in. In addition to those already announced the Riesrennen, a hill-climb in Austria, which should have ‘been held on May 9th, and the G.P. de Luxembourg, scheduled for August 11th, have both been struck off the Calendar at the request of their organisers.

The New Targa. At the end of this on the 28th

At the end of this month, on the 28th to be exact, the Targa Primavera Siciliana takes place in Sicily. This race replaces the late lamented Targa. Florio, and will be run in two classes, over and under 1,100 c.c. The circuit measures 72 kilometres, embracing the towns and villages of Cerda, Scillato, Collerano, and Campfelica. The big cars will do six laps, and the tiddlers four.

Dreyfus at La Turbie. Rene has a habit of

Rene Dreyfus has a habit of winning the classic La Turbie Hill Climb. He will be there again on the 18th of this month, this time with an Alfa-Romeo from the Scuderia Ferrari.

The Independent Society. The fourth of the A.G.A.C.I.

The fourth meeting of the A.G.A.C.I. or Society of French Independent drivers, took the form of a highly successful dinner, at which 60 members attended. The President of the Society is Jean Delorme, the Bugatti driver, and he outlined the benefits of membership to those assembled. A useful addition is that entitling members to five hours free practice at Montlhery every week, providing the member will take part in the Championships of Paris on September 8th. The

latter race supplants the Grand Prix. de France.

Delorme has been in constant touch with various clubs which organise races, and it really looks as though there will soon be some races reserved for independents only.

The Diesel comes into its own.

I understand that the Contest Board of the American Automobile Association, through its European delegate, Mr. W. F. Bradley, has suggested to the International Sporting Commission in Paris that special classes in races should be provided for heavy-oil engined cars. They argue that the Diesel engine has made great strides in recent years, not only in speed—although the present record now stands at 133 m.p.h. For the last three years Diesel engined cars have competed at Indianapolis. Record-breaking, that powerful tonic and growth developer, will carry the type a good deal nearer to perfection in the coming season.

In America the first Diesel-engined car for private use is about to be put on the market, selling at £200. Whether the public will ever overcome their prejudice against the unorthodox, quite apart from the question of noise while ticking over and -accelerating, remains to be seen. The present cheapness of the fuel is, of course, merely ruled by lack of demand. As for racing, the only events in which Diesels can Make a good showing are track races, such as our Brooklands 500 miles race. A special class in this race,

providing sufficient entries were obtainable, would be really interesting and instructive.

Monaco Prospects.

The Monaco G.P. holds a unique position in the motor racing world. It is not a big national event, nor is it held on a typical Grand Prix circuit, and yet it starts the season with a bang.

The new Alfas will not be ready in time, but a team of three, or possibly four cars, will represent the Scuderia Ferrari. These xvill be 3,200 c.c. monoposto with independent springing, and will be handled by Nu volari, Chiron, Dreyfus and Brivio. Against them will be ranged three Mercedes-Benz, in charge of Caracciola, Fagioli and von Brauchitsch. Stuck and Varzi will be there with Auto-Unions, although they are rather afraid that the great length of their cars will be a disadvantage on the winding circuit.

Etancelin and Zehender hope to be there with new Maserati’s, and possibly Farina as well. As for Bugatti ; Was, there will be no works entry, and Lord Howe will be the only driver of the nsarque.

A great deal of work has been put in by the authorities in improving the road surface and eliminating adverse cambers on the corners. The circuit will be in perfect condition on April 22nd, and the lap record ought to fall.

Mille Miglia Entries.

As briefly mentioned last month, Varzi will drive a Maserati in the Mille Miglia.

His contract with the Autor Mon people does not apply to sports-car events, and he has been snapped up by the Scuderia Subalpina for the great Italian race, which he won last year for Ferrari. This year he will handle a 6-cyl. 3.3-litre Maserati, having Bignami as his co-driver. The Subalpina will probably enter a 1,500 c.c. and a 1,100 c.c. Maserati as well, to be driven by Scarfiotti, Ghersi and Carraroli, Ruesch will also drive his own Maserati.

Ferrari had originally intended to enter a team, but this idea has now been scrapped. The Modena stable will now be represented by a newcomer, Pintacuda, driving an Alfa fitted with a monoposto engine and a sports body. The attention of the Scuderia was attracted to Pintacuda by his excellent performance in last year’s Coppa d’Oro, which he won, with a I.ancia. He is being given a trial in the Mille Miglia, and becomes a regular member of the Scuderia if he does well.

Other Ferrari entries are those of Brivio, Comotti and Tadini, on closed Alfa-Romeo production models. Tadini, by the way, has signed up with the Scuderia once more.

Although there are no official M.G. entries, Magnettes will probably be driven by Pellegrini, Dei and Gazzabini.

A really interesting award has been donated by Mussolini for the holder of the record from Brescia to Rome, the fastest part of the course. The record at present stands to the credit of Caracciola, on a 7-litre S.S.K. Merce&sBenz, at 70 m.p.h.

Brunet (Maserati), Villapadierna (Maserati), Delorme (Bugatti), Mme. Itier (Bugatti), Mlle. Helle-Nice (Alfa-Romeo). Entries are also expected from Cazaux (Bugatti), Leoz (Bugatti) and Zanelli (Nacional Pescara). The prize money for this race is quite good, because the organisers have 100,000 francs to play with as their prize from the F.N.A.C.F. The race takes place on May 26th.

Another round-the-houses race, in addition to Monte Carlo, Nice, Douglas, Biella, Naples, 13ergamo, Turin, Varese, and Como. The latest on the list is to be held at Genoa.

The Genoese affair will have a circuit of 4.5 kilometres, over the finest streets of the city, starting and finishing at the Corso d’Italia.

June 23rd is the day fixed for the First Circuit of Trieste-the same day as the French Grand Prix. The new race really replaces the old Trieste-Opicina hill-climb, which in its heyday, round about 1929, used to attract men like Nuvolari and Varzi. Latterly, however, it has declined in importance. The chief award in the new race apart from cash prizes is the Coppa Salem. The circuit will measure 28 km. 500, and will be covered 10 times, embracing villages of Barcola, Bovedo, Faro della Vittoria, Controvello, Prosecco, Santa Croce, Aurisina, Sistiana, Strada Costiero and Barcola.

Singer Victory at Chanteloup.

In the same way that small French sports cars used to be popular in England ten years ago, the British sports car is finding many admirers on the Continent. On the 17th of last month the Chanteloup hill-climb took place, and one of the best performances of the day was made by Mme. Pierrette Dax on a Ii-litre Singer, which beat a Renault and a couple of Lancia A ugustas.

Chanteloup is a sporting little hill, with its corners and steepening gradient, and is 1,200 metres in length. Cazaux’s 2.3-litre Bugatti made fastest time of the day, followed by Mestivier’s 7 year old Amilcar. Albert Perrot scored a Delahaye triumph by winning the touring and sports categories.

An accident took place just before the start, when Delaplace was making a final practice run. He ran amok among some spectators, and turned over. Bruises and shock were the only result, however.



750 c.c. 1. Jacobs (Rosegart) 1m. 26.6s. 1,110 c.c. I. Hub (Peugeot) tin. 24.2S.

1,500 c.c. 1. Mine. P. Dax (Singer) 1m. 23.6 s.

2. de Malleville (Renault) lin. 26.6s.

3. Henon (Lancia)lin. 27.8s.

4. rviortier (Lancia) mi. 30s.

5-litres 1. Perrot (Delahaye) lin. 6.6 s. 8.

1,100 c.c. 1. Lagroliere (Salmon) lin. 5.2 s., record. 2. Bogachi (Senechal) Im. 25.2s.

1,500 c.c. 1. Res (Salmon) lm. 10.6 s.

2,000 c.c. 1. Testu (Bugatti) tin. 12.4 s. 2. Buify (Bugatti) tin. 37.4 s.

5,000 c.c. I. Perrot (Delahaye) un. 4.6s. record.

2. Vramand (Ford V8) lin. 19s.

3. Pepo (Chrysler) tin. 21.6s.

Racing. 75u c.c.

1,100 cc.

1,500 c.c. 2,000 c.c. 3,000 c.c.



jahan (Samson) lin. 8s. Herkuleyns (M.G.) 1m. 20s.

Mestivier (Arnitear) tin. 2.4s. Raff (Salmon) Im. 7.8s. Druck (Salmon) urn. 8.2s.

Girod (Samson) tin. 8s. Cezure (Bugatti) in. 9.2s.

Renaldi (Bugatti) tin. 4.4s. Breillet (Bugatti) In. 14.4s.

Cazaux (Bugatti) tin. Is. Delorme (Bugatti) Ini. 5.4s.

The Sefac Progresses.

With the backing of Marcel Lehoux, who has entered the car for the G.P. de l’A.C.F. the construction of the Sefac car has been speeded up. The designer and constructer, M. Emile Petit, has had a very rough time in getting the car to its present stage without any financial assistance, but his determination to place a 100 per cent. French racing car at the disposal of French drivers has kept him going. Petit, by the way, was the designer of the 4cylinder Salmson, which swept all before it in its day, over here as well as in France. To refresh the reader’s memory (to say nothing of mine) here are a few details of the specification of the Sefac. It has an 8-cylinder engine, in two vertical banks of four. With a bore and stroke of 70 X 90, the total capacity is 2,760 c.c.-rather a handicap, this, against the 4.5-litre engines of its rivals. Two valves per cylinder. Special blower, designed by Petit, running at engine speed. Vertex magneto. Double acting water pump. Revs. at 6,000-7,000 r.p.m. Multipleplate clutch. Exceptionally rigid chassis,

tubular cross-members. Independent springing in front. Bendix brakes.

It is hoped to have the complete car at Montlhery shortly for its first trials, which will be watched with great interest.

Ruesch wins at Geneva.

Every year, to mark the Motor Show at Geneva, the Swiss A.C. runs a hill-climb just outside the town, known as the Grand Saconnex. The hill is exactly one kilometre in length, is quite straight, and climbs 50 metres. This year a flying start of 100 metres was allowed before entering the timed stretch. The previous winners have been as follows :

1927. Dr. Karrer (Bugatti) 38.2 secs. 1928. Escher (Bugatti) 34.4 secs. 1929. Not held..

1930. Not held.

1931. Stuber (Bugatti) 30.6 secs. 1932. Stuber (Bugatti) 27.4 secs. 1933. Stuber (Bugatti) 28.8 secs. 1934. Hug (Bugatti) 28.4 secs.

Particular interest attached to the 1,100 c.c. sports class, where Carl Becker, a mechanic at the M.G. agents in Zurich, was handling a supercharged Magrnette. He won his class easily, beating two Ballila Fiats. The previous record for this class was held by Price, on a Singer. In the 2-litre racing class the winner was Max Christen, of Zurich, with a Maserati owned by the late Pedrazzini. Christen has finally abandoned the old Aston

Martin which he has raced since 1925.

This specially built twin-camshaft job was the subject of the cover picture of “Motor Sport” when it was manufactured, and a detailed description appeared in the same issue. Fastest time of the day was made by Hans Ruesch, with his 3-litre Maserati, which now boasts a huge 200-litre petrol tank. Braillard, in army uniform, made

second fastest time, with Hug third.

The latter’s Bugatti has been streamlined rather in the mode of the latest Mercedes Benz, but in the excitement of the moment the driver forgot to turn on the petrol pump and his climb was spoiled before the error was discovered.


Touring. 1,100 c.c. 2,000 c.c.

Sports. 1,100 c.c.

2,000 c.c. Pilloud (Fiat) 44.4s.* Wenger (Citroen) 1m. 18.8s.*

I. Becker (M.G.) 39.8s.

2. Frey (Fiat) 46s.

3. Billeter (Fiat) 46.6s. 1. Montfort (Bugatti) 30.’2s.*

2. Mandivola (Bugatti) 32.8s.

3. Dr. Avondet (Alfa-Romeo) 36.4s.

4. Blanchain (Alfa-Romeo) 39.4s.* S. Bien (Bugatti) 45.6s.

3,000 c.c. 1. de Toledo (Bugatti) 34.8s.* Racing.

1,100 c.c. 1. Ryf (E.R.) 38.4s.

1,500 c.c. I. Leuzinger (Bugatti) 32.4s. 2. Mandirola (Bugatti) 35.4s. 2,000 c.c. I. Christen (Maserati) 30.2s. 3,000 c.c. I.

2. Braillard (Bugatti) 25.6s. Ruesch (Maserati) 24.4s. Hug (Bugatti) 26.6s.

• * Amateur.


The S.E. Section now produce a Monthly Bulletin of Events, and the current number shows the Club to be in a healthy state of activity. The membership list now totals 202, and every effort is being made to cater for all tastes in the matter of trials and competitions.

A Club Evening will be held in April at the Northumberland Rooms, while other events in the future include a party at Donington Park Motor Races on April 13th, and a Motor Gymkhana at Hanworth Aerodrome on June 2nd.

The Hon. Sec. of the S.E. Centre is Mr. C. C. W. Burrage, Grand Buildings, Trafalgar Square, London, W.C. 2.


The annual booklet ” Achievements ” takes an important place on the bookshelf of every motor-racing enthusiast. The 1934 edition is just as good as its predecessors, and is a comprehensive illustrated record of the outstanding speed achievements of the year, on road and track, and in the air.

Pages of photographs and sketches, many appearing exclusively in this book, illustrate epic events, such as the smashing of the Brooklands lap record, the fastest flight to Australia by a woman, the T.T. and Isle of Man races.

A free copy of” 1934 Achievements” can be obtained post free by any reader of MOTOR SPORT.