European Grand Prix Championship 1935
For the 1935 Grand Prix season , the International Automobile Association ( AIACR) announced a European championship for drivers for the first time since 1932 . The races included the Grand Prix of Monaco , France , Belgium , Germany , Italy and Spain, six Grandes Épreuves as well as the Swiss Grand Prix , which had not yet been included in the highest ranking of the automobile races this year. All championship races were held according to the International Grand Prix formula , which remained unchanged from the previous year . For the racing cars, an empty weight of a maximum of 750 kg and a chassis width of at least 85 cm were specified, the racing distance was at least 500 km. In addition, more than 20 other international racing events were held this season, in which the organizers were basically free to decide on the conditions of participation.
Rudolf Caracciola became European champion in a Mercedes-Benz W 25 , who won the Grand Prix of France, Belgium, Switzerland and Spain and also won the Gran Premio di Tripoli in North Africa , which is not part of the championship, and the Eifel race at the Nürburgring .
Regulations
The basic idea of awarding points was adopted from the earlier championships in 1931 and 1932 and, like these, was based on a system of penalty points. The winner of a race got one point, the second two and the third three points. All drivers who had covered more than 75% of the specified race distance were awarded four points, five points for more than 50% of the distance, six points for more than 25% and all other participants who had started received seven points. Failures were treated in the same way as participants who were lapped. There were eight points in the event of no-show. The driver who started the respective car was always rated; driver changes were not taken into account. At the end of the season, whoever had the fewest counters on their account was declared European champion. In the event of a tie, the decisive factor was which driver had covered the longer distance overall.
Season report
Although the German racing teams of Daimler-Benz and Auto Union dominated at the end of the 1934 season , the successes between them and Alfa Romeo - represented by Scuderia Ferrari - were more or less balanced over the entire previous year . Also had Bugatti and Maserati shown despite the decline at the beginning of the season to the end of a distinct form of increase. For the new season it was therefore impossible to predict whether and which of these teams would be able to catch up with the German Silver Arrows .
This was most likely to be expected from Alfa Romeo, who had outsourced racing operations to Scuderia Ferrari since 1933 . The Milan-based parent company had repeatedly set the tone in automobile racing since the mid-1920s and, as a technology group now owned by the state, had both the appropriate infrastructure and the support of the Italian regime . Head of State Mussolini is said to have made sure that Italy's national hero Tazio Nuvolari returned to Scuderia Ferrari after he and Enzo Ferrari broke up in 1933 . The move was also made possible by the fact that Nuvolari's arch-rival Achille Varzi had paved the way for it when he moved to Auto Union in 1935. Otherwise, Alfa Romeo would have been without a real top driver after Louis Chiron's performance had last deteriorated in the 1934 season . Other Scuderia drivers were René Dreyfus and Antonio Brivio , who came from Bugatti , Carlo Felice Trossi as president and shareholder of the team, and occasionally Gianfranco Comotti , Mario Tadini , Carlo Pintacuda and a few others. As already successfully practiced in the previous year, it was again company policy to contest numerous other races in addition to the Grand Prix in order to generate as much income as possible in entry and prize money.
The team's fleet was correspondingly extensive. For special high-speed races such as Tripoli or the Berlin Avus race , it once again created real monster racing cars , as they had been quite common before 1934. While there was no weight limit at that time, the Alfa Romeo 16C Bimotore from 1935 with its two Grand Prix engines with a displacement of 5.8 and 6.3 liters, respectively, installed in front of and behind the cockpit, could not be used in races used according to the international racing formula . Although the cars were extremely fast, their enormous tire wear and fuel consumption were a problem, so they ended up being mainly used for record drives.
In contrast, the redesign of a Grand Prix model from Alfa Romeo expected for 1935 took a long time into the season. It was not until the Italian Grand Prix in September that the new Alfa Romeo 8C-35 with completely independent wheel suspension and a 3.8-liter in-line engine was launched; the planned V12 engine was not operational until 1936 . Until then, the team had to be satisfied with the old Alfa Romeo Tipo B as an interim solution , now at least with an independent Dubonnet suspension at the front, increased displacement to 3.2 liters and also equipped with a hydraulic brake system. With this model, which is already four years old in its basic construction, Nuvolari created the sensation of the year, a victory over the overwhelming German Silver Arrows in the German Grand Prix.
Despite this defeat, the German constructions set the tone throughout the season. At the end of the 1934 season, Daimler-Benz in particular had already begun to tighten the development spiral in a way that had never been seen before. While Grand Prix models had previously remained largely unchanged for several years, the Mercedes-Benz W 25 was given new development stages in regular succession, which together resulted in considerable leaps in performance. After the engine size had already been increased from 3.4 to 3.7 liters displacement during the 1934 season, the cars started the 1935 season with engines of 4.0 liters, which then increased to 4.3 liters towards the end were. The weight increase of the motors was only a few kilograms, which could be compensated for by progressive improvements elsewhere without too much difficulty within the weight limits of the 750 kg formula.
The Mercedes drivers Rudolf Caracciola, Luigi Fagioli and Manfred von Brauchitsch thus dominated the season almost at will. Caracciola, who had largely recovered from his injuries sustained at the Monaco Grand Prix in 1933 , won the title of this year's European champion with victories in four of the seven Grand Prix and thus clarified his position within the team, much to the displeasure of his internal competitor Luigi Fagioli, who had to be content with his opening success at the Monaco Grand Prix and second place in the European Championship. At the Belgian Grand Prix, the Italian's displeasure with his alleged discrimination by the stable management even went so far that he ended the race in the middle after a dispute with race director Alfred Neubauer . Von Brauchitsch, on the other hand, had slipped away possible victories a few times under extremely unfortunate circumstances, which is why he soon gained the reputation of an eternal unlucky fellow . Nevertheless, he was third in the championship. In contrast to Alfa Romeo, Mercedes-Benz only took part in four other international events for which the National Socialist regime had offered corresponding awards, and won every time. Two of these successes each went to the top drivers of both teams: Tripoli and the Eifel race at the Nürburgring to Caracciola, Avus race and the Gran Premio de Penya Rhin near Barcelona to Fagioli.
Auto Union also had reason to be optimistic about the new season at the beginning. In 1934, the new rear-engined or mid-engined racing cars were immediately successful and in the end were mostly a little faster than the Mercedes-Benz, even if some races were lost due to technical defects. In addition to numerous minor improvements, one of the main problems, the excessive overheating of the interior, was eliminated for 1935 by the fact that the circulation of the coolant around the cockpit was no longer routed directly through the chassis tubes, but through better shielded separate lines. Together with the increase in cubic capacity to 5 liters, they felt they were well equipped, especially since with the engagement of Achille Varzi, an internationally renowned top driver had joined the team for regular driver Hans Stuck .
Ultimately, however, none of this was enough to keep up with the performance level of the Mercedes-Benz racing cars. After the catastrophic performance in the French Grand Prix , Auto Union even took a long break from racing in order to once again fundamentally revise the cars. However, Stuck's sovereign victory in the subsequent Italian Grand Prix came too late to be able to significantly improve the team's result of the season. For Varzi, on the other hand, there were two victories at the races in Tunis and the Coppa Acerbo in Pescara , but both were in the absence of Mercedes-Benz. For a driver in his class, this was certainly not a satisfactory season. Frustrated by the internal stable management and his role as a foreigner in the team, he put a strain on the mood in the team through a liaison with the wife of reserve driver Paul Pietsch . A ray of hope, however, was the discovery of the young talent Bernd Rosemeyer from his own motorcycle racing team, whom race director Willy Walb had forced himself to do for the cockpit of one of the ultra-fast streamlined cars for the high-speed race on the Avus. Although Rosemeyer had not yet contested an automobile race, he finally secured a permanent place in the Auto Union team by the end of the season with his victory in the Masaryk race on the circuit near Brno . It was often speculated whether, thanks to his inexperience in dealing with “conventional” racing cars, he was able to cope with the problematic driving behavior of the Auto Union models right from the start.
Despite the increasing dominance of a brand and although the fields of participants, especially in the big international races, became increasingly smaller, the fascination of the masses in Grand Prix sport reached new heights, which was especially true in Germany. The extremely fast and loud racing cars with their futuristic streamlined bodies were spectacular as never before and the great drivers were revered as the gladiators of their time, who no longer only fought for personal victories but for the prestige of entire nations. Above all, however, the numerous private drivers in particular, who had essentially carried Grand Prix racing through the crisis years after 1928, came under increasing pressure . More and more race organizers were only aiming for a top-class line-up among the top teams, so that the independent drivers with their often second-rate material seemed rather uninteresting, if not a hindrance. In the Grandes Épreuves in particular , only works teams were admitted more and more often , whereas the founding of the Independent Drivers Association , an early form of representing the interests of private drivers in Grand Prix racing, could do little. As a consequence of this development, the US American Whitney Straight , who lives in Great Britain and whose team had been quite successful with Maserati racing cars up to that point, decided to completely dissolve his team after unsuccessfully trying to get a modern Auto Union racing car . Most of the other independent participants, however, increasingly shifted to categories such as sports car races in France or the popular Voiturette class, a kind of forerunner of the later Formula 2 , which enjoyed increasing popularity especially in Great Britain and Italy.
Maserati, where the business had always been entirely geared towards customer racing, was particularly hard hit by this development. The plant gradually shifted more and more to the production of Voiturette racing cars, although there was already strong competition in this market with the British ERA . Nevertheless, the small Italian factory, which mostly only barely survived financially with the production of spark plugs and racing car sales, even made another serious attempt for 1935 with a completely redesigned model with a V8 engine of 4.8 liters and completely independent wheel suspension in the Grand Prix class. However, due to a lack of sufficient options, the Maserati V8-RI never really got ready for racing and so the team had to continue to rely on the Maserati 6C-34 model, created as a temporary solution as early as 1934, on the even older chassis of the Maserati 8CM throughout the season . In addition, after Nuvolari's move to Alfa Romeo, there was no longer a real top driver available who could have compensated for the mechanical disadvantages with commitment and driving skills. Although Philippe Étancelin and Grand Prix newcomer Giuseppe Farina, two talented Maserati drivers, held the pole this season, the financial resources of the drivers were generally more important than driving skills. Officially, Maserati did not even compete in the races itself, but had outsourced the racing operations to an independent team, the Scuderia Subalpina , run by Luigi della Chiesa and Gino Rovere , similar to what Alfa Romeo had been doing with Scuderia Ferrari for a long time.
The prospects at Bugatti were even more gloomy , where the two-seater Bugatti Type 59 , which was practically obsolete when it was first launched, entered its third season with only minor changes. In line with the largely disappointing performance so far, only a few customer orders were received for this model, which not least worsened the company's economic situation. In times of need one was evidently forced to resort to not quite louder means than at the home race for the French Grand Prix - possibly even with the tacit consent of the organizer - bypassing the vehicle inspection and regardless of any weight limit Robert Benoist's car with one overweight 4.9 liter engine from the Bugatti Type 54 was fitted.
Finally, a completely hopeless case was the French SEFAC (for Société d'Etude et de Fabrication d'Automobile de Course ), a first attempt at a French national racing car financed from donations and public funds , for whose development Emile Petit , a successful designer at Salmson, was won over would have. The car with its "double engine" - two coupled parallel four-cylinder in-line cylinders with desmodromic valve control and a total displacement of 2.8 liters - turned out to be too heavy and too weak. He didn't get beyond a few training laps at the French Grand Prix. After more bizarre and just as hopeless, the Monaco-Trossi , named after its builder, the engineer Augusto Monaco , and the racing driver and at the same time President of Scuderia Ferrari, Carlo Felice Trossi, was the sponsor. With its radial engine located in front of the front axle, the car was more reminiscent of an airplane without wings than a racing car. More than a few training laps at the Italian Grand Prix could not be achieved with this project either.
Finally, one of the great classics of automobile racing ended with the Targa Florio, which was held for the last time with Grand Prix racing cars on the classic Madonie race track around Sicily in 1935 , even if the name was initially retained in a different format. Since it was founded in 1906, it had always been a kind of alternative to Grand Prix racing based on the “French” idea. With the sophisticated, sensitive monoposto racing cars, however, the days of such long-distance races on public, mostly gravel road circuits were finally over. The following editions were therefore held from 1937 onwards, initially with Voiturette racing cars, on a “normal” race track in Parco della Favorita in Palermo , before the Targa Florio returned to its original location in Sicily after the Second World War , albeit as a sports car race.
Racing calendar
Grandes Épreuves for the European Championship
| date | run | route | winner | statistics | |
|---|---|---|---|---|---|
| 1 | 04/22 |
 Monaco Grand Prix
|
Circuit de Monaco |
 Luigi Fagioli ( Mercedes-Benz ) |
statistics |
| 2 | June 23 |
 ACF Grand Prix
|
Autodrome de Linas-Montlhéry |
.svg){kind=small} Rudolf Caracciola ( Mercedes-Benz ) |
statistics |
| 3 | 14.07. |
 Belgian Grand Prix
|
Circuit de Spa-Francorchamps |
Rudolf Caracciola ( Mercedes-Benz ) |
statistics |
| 4th | 07/28 |
Grand Prix of Germany
|
Nürburgring |
Tazio Nuvolari ( Alfa Romeo ) |
statistics |
| 5 | 08/25 |
 Swiss Grand Prix
|
Bremgarten circuit |
Rudolf Caracciola ( Mercedes-Benz ) |
statistics |
| 6th | 08.09. |
Italian Grand Prix
|
Autodromo di Monza |
Hans Stuck ( Auto Union ) |
statistics |
| 7th | 22.09. |
 Spanish Grand Prix
|
Circuito Lasarte |
Rudolf Caracciola ( Mercedes-Benz ) |
statistics |
More races
Voiturette race
| date | run | route | winner |
|---|---|---|---|
| May 26th |
Circuit d'Orléans
|
Orleans |
Maurice Mestivier ( Amilcar )
|
| 09.06. |
Circuito di Biella
|
Biella |
Giovanni Lurani ( Maserati )
|
| 16.06. |
Eifel race
|
Nürburgring |
 Raymond Mays ( ERA )
|
| 30.06. |
Lorraine Grand Prix
|
Nancy |
Pierre Veyron ( Bugatti )
|
| 14.07. |
Grand Prix d'Albi
|
Circuit des Planques |
Guido Barbieri ( Maserati )
|
| 07/20 |
Grand Prix de Dieppe
|
Circuit de Dieppe |
Pat Fairfield ( ERA )
|
| 07/21 |
Circuito di Varese (2000 cm³) |
Varese |
Giovanni Lurani ( Maserati )
|
| 08/15 |
Coppa Acerbo
|
Circuito di Pescara |
Alexander Cormack ( Alfa Romeo )
|
| 08/25 |
Prix de Berne
|
Bremgarten circuit |
Richard Seaman ( ERA )
|
| 15.09. |
Gran Premio di Modena
|
Circuito di Modena |
Nando Barbieri ( Maserati )
|
| 29.09. |
 Masaryk Grand Prix
|
Masaryk ring |
Richard Seaman ( ERA )
|
Ice races
| date | run | route | winner |
|---|---|---|---|
| 02/10 |
 Grand Prix of Norway
|
Bogstad |
 Per-Viktor Widengren ( Alfa Romeo )
|
| 02/17 |
Vallentunaloppet
|
Vallentunasjön |
Per-Viktor Widengren ( Alfa Romeo )
|
Race results
Grandes Épreuves for the European Championship
Monaco Grand Prix
| space | driver | team | time |
|---|---|---|---|
| 1 |
Luigi Fagioli
|
Mercedes Benz | 3: 23, 49.8 |
| 2 |
René Dreyfus
|
Alfa Romeo | + 31.5 |
| 3 |
Antonio Brivio
|
Alfa Romeo | + 1.06.4 |
The Mercedes driver Luigi Fagioli won the Monaco Grand Prix on April 22, 1935 with a start-to-finish victory. Behind them, Philippe Étancelin in a Maserati and Rudolf Caracciola in a Mercedes fought an exciting duel, which ended with technical defects in both vehicles. Auto Union cars did not start.
ACF Grand Prix
| space | driver | team | time |
|---|---|---|---|
| 1 |
 Rudolf Caracciola
|
Mercedes Benz | 4: 00,54.6 |
| 2 |
Manfred von Brauchitsch
|
Mercedes Benz | + 0.5 |
| 3 |
Goffredo Zehender
|
Maserati | + 2 rounds |
In order to take advantage of the more powerful German teams, the organizers of the ACF Grand Prix built three additional chicanes into the route on June 23, 1935 in Montlhéry . Initially, the Alfa Romeos from Nuvolari and Chiron were also in the lead , but after their departure nobody could prevent a one-two for Mercedes.
Belgian Grand Prix
| space | driver | team | time |
|---|---|---|---|
| 1 |
Rudolf Caracciola
|
Mercedes Benz | 3: 12,31.0 |
| 2 |
L. Fagioli / M. v. Brauchitsch
|
Mercedes Benz | + 1.37.0 |
| 3 |
Louis Chiron
|
Alfa Romeo | + 2.16.0 |
The Belgian Grand Prix on July 14, 1935 in Spa-Francorchamps was the first run that was part of the European Championship. Nonetheless, Auto Union decided not to start, with only ten vehicles in total. Caracciola took the lead but was ruthlessly harassed by his team-mate Fagioli. During a pit stop, Fagioli and Mercedes racing director Neubauer got into such a heated argument that Fagioli got out and von Brauchitsch, who had previously retired, took over his vehicle. Caracciola won anyway.
Grand Prix of Germany
| space | driver | team | time |
|---|---|---|---|
| 1 |
Tazio Nuvolari
|
Alfa Romeo | 4: 08.04.1 |
| 2 |
Hans Stuck
|
Auto Union | + 2.14.3 |
| 3 |
Rudolf Caracciola
|
Mercedes Benz | + 3.09.0 |
At the German Grand Prix on the Nürburgring on July 28, 1935, the two German teams competed with a large number of cars and mechanics. At first Caracciola was in the lead, but was soon attacked by Rosemeyer as in the Eifel race . A puncture threw Rosemeyer back, Caracciola also had problems and Nuvolari took the lead. When he came to the pits to refuel, the tank system at Alfa Romeo was broken, the gasoline had to be filled in by hand and Nuvolari started again in sixth place. A remarkable race to catch up followed, in which he advanced to second place. On the last lap, Nuvolari overtook the leader von Brauchitsch, who was struggling with tire problems, and ultimately won what is considered to be one of the best in Grand Prix history. The organizers had expected a German victory so that not even the Italian anthem was prepared for the award ceremony.
Swiss Grand Prix
| space | driver | team | time |
|---|---|---|---|
| 1 |
Rudolf Caracciola
|
Mercedes Benz | 3: 31,12.2 |
| 2 |
Luigi Fagioli
|
Mercedes Benz | + 35.9 |
| 3 |
Bernd Rosemeyer
|
Auto Union | + 1.07.8 |
In pouring rain, the Swiss Grand Prix was held on August 25, 1935 in Bremgarten near Bern. "Rain champion" Caracciola once again lived up to his reputation and clearly won the race ahead of his team-mate Fagioli.
Italian Grand Prix
| space | driver | team | time |
|---|---|---|---|
| 1 |
Hans Stuck
|
Auto Union | 3: 40.09.0 |
| 2 |
R. Dreyfus / T. Nuvolari
|
Alfa Romeo | + 1.41.0 |
| 3 |
P. Pietsch / B. Rosemeyer
|
Auto Union | + 3 rounds |
The Monza track was equipped with a few additional chicanes for the Italian Grand Prix on September 8, 1935. It was a black day for Mercedes, all vehicles retired, a total of only five vehicles made it to the finish. In the end, Auto Union driver Hans Stuck won ahead of Nuvolari, who had taken over Dreyfus' vehicle.
Spanish Grand Prix
| space | driver | team | time |
|---|---|---|---|
| 1 |
Rudolf Caracciola
|
Mercedes Benz | 3: 09,59.4 |
| 2 |
Luigi Fagioli
|
Mercedes Benz | + 43.0 |
| 3 |
Manfred von Brauchitsch
|
Mercedes Benz | + 2.14.6 |
The Spanish Grand Prix took place on September 22, 1935 on the Circuito Lasarte near San Sebastián . Transmission problems and other incidents threw the Auto Union drivers back, including Hans Stuck , who had been in the lead up to half. The race ended with a one-two-three for Mercedes. Caracciola also won the European title.
More races
Grand Prix of Tunisia
| space | driver | team | time |
|---|---|---|---|
| 1 |
Achille Varzi
|
Auto Union | 3: 05, 40.2 |
| 2 |
Jean-Pierre Wimille
|
Bugatti | + 3.49.6 |
| 3 |
Philippe Étancelin
|
Maserati | + 1.06.4 |
The Grand Prix of Tunisia was held on May 5, 1935 on the 12 km long Carthage near Tunis . Auto Union driver Achille Varzi initially wanted to start privately, but then received support from the plant; Mercedes hadn't started. As in previous years, Varzi dominated Tunis and won by just under 4 minutes.
Gran Premio di Tripoli
| space | driver | team | time |
|---|---|---|---|
| 1 |
Rudolf Caracciola
|
Mercedes Benz | 2: 38, 47.6 |
| 2 |
Achille Varzi
|
Auto Union | + 1.06.6 |
| 3 |
Luigi Fagioli
|
Mercedes Benz | + 2.16.3 |
The Gran Premio di Tripoli on the high-speed line from Mellaha in the then Italian province of Libya was held on May 12, 1935. The high prize money made for a large field, and all top teams were at the start. In the race, Varzi soon took the lead but was involved in a duel with Nuvolari in an Alfa Romeo. The high fuel consumption of his car forced Nuvolari to pit and a puncture threw Varzi back, Caracciola in a Mercedes was the winner.
AVUS race
| space | driver | team | time |
|---|---|---|---|
| 1 |
Luigi Fagioli
|
Mercedes Benz | 49.13.2 |
| 2 |
Louis Chiron
|
Alfa Romeo | + 1.35.2 |
| 3 |
Achille Varzi
|
Auto Union | + 2.14.2 |
On May 26, 1935, the three-round AVUS race took place on the Berlin AVUS . A young up-and-coming driver at Auto Union, Bernd Rosemeyer , who was competing in a car race for the first time, immediately qualified for the front row, but was eliminated after just three laps , caused a stir . The four best of each heat qualified for the final. There were numerous punctures on the high-speed track, and in the end, Mercedes driver Fagioli won his second race of the year.
Eifel race
| space | driver | team | time |
|---|---|---|---|
| 1 |
Rudolf Caracciola
|
Mercedes Benz | 2: 08.02.3 |
| 2 |
Bernd Rosemeyer
|
Auto Union | + 1.9 |
| 3 |
Louis Chiron
|
Alfa Romeo | + 1.32.1 |
The Eifel race on the Nürburgring on June 16, 1935 was viewed by the racing teams as preparation for the German GP that took place later that year. In changing conditions, the audience saw a duel between the experienced Caracciola and the newcomer Rosemeyer, who was only contesting his second car race. With two laps to go, Rosemeyer even took the lead, and only shortly before the end was Caracciola able to overtake him again and achieve a narrow victory.
Gran Premio de Penya Rhin
| space | driver | team | time |
|---|---|---|---|
| 1 |
Luigi Fagioli
|
Mercedes Benz | 2: 27,38.0 |
| 2 |
Rudolf Caracciola
|
Mercedes Benz | + 47.6 |
| 3 |
Tazio Nuvolari
|
Alfa Romeo | + 1.34.4 |
The Gran Premio de Penya Rhin was held on June 30, 1935 on the Circuit de Montjuïc in Barcelona . The Auto Union team decided not to start in order to prepare for the German GP, and so Mercedes safely became a double winner.
Coppa Acerbo
| space | driver | team | time |
|---|---|---|---|
| 1 |
Achille Varzi
|
Auto Union | 3: 43,45.4 |
| 2 |
Bernd Rosemeyer
|
Auto Union | + 3.21.6 |
| 3 |
Antonio Brivio
|
Alfa Romeo | + 9.34.6 |
The Coppa Acerbo was held on August 15, 1935 on the Circuito di Pescara near Pescara . Mercedes was not at the start, and so Auto Union celebrated a superior one-two victory, with third-placed Brivio already more than 9 minutes behind.
Masaryk Grand Prix
| space | driver | team | time |
|---|---|---|---|
| 1 |
Bernd Rosemeyer
|
Auto Union | 3: 44, 10.6 |
| 2 |
Tazio Nuvolari
|
Auto Union | + 6.37.8 |
| 3 |
Louis Chiron
|
Alfa Romeo | + 6.41.6 |
The last major race of the year was the Masaryk Grand Prix on the Masaryk Ring near Brno on September 29, 1935. Mercedes had not competed, so Rosemeyer won his first car race. In the end, he was more than six minutes ahead of his pursuers.
Driver ranking
.svg){kind=small}
| colour | meaning | Points |
|---|---|---|
| gold | winner | 1 |
| silver | 2nd place | 2 |
| bronze | 3rd place | 3 |
| green | covered more than 75% of the race distance | 4th |
| blue | covered between 50% and 75% of the race distance | 5 |
| violet | covered between 25% and 50% of the race distance | 6th |
| red | covered less than 25% of the race distance | 7th |
| black | Disqualified (DQ) | 8th |
| Blank | not started | 8th |
Bold - Pole Position
Italic - Fastest race lap
References
literature
- GN Georgano: The Encyclopaedia of Motor Sport . Ebury Press and Michael Joseph, London 1971. ISBN 0-7181-0955-4
Web links
- Leif Snellman, Felix Muelas: Detailed history of the 1935 European Grand Prix Championship. Www.kolumbus.fi, accessed on July 28, 2014 (English).
- Detailed results of the 1935 Grand Prix season ( Memento from November 12, 2004 in the Internet Archive )
Explanations
- ↑ In some publications it is said that the French Grand Prix was not a race. The reason for this is usually given that the French automobile club ACF turned against the championship because it was reintroduced on German initiative. In fact, at the AIACR congress of 1934, it was discussed to exclude the Grand Prix de l'ACF from the EM because the ACF did not want to allow private drivers. Although the race ultimately remained part of the championship, the report was erroneously distributed by British journalists and subsequently found its way into motorsport literature.
- ↑ Automobil Revue , issue 79/1935 of 1 October 1935
- ↑ a b The Swiss Grand Prix was not set as a Grande Épreuve by the AIACR this year , but it was still a run for the European Championship; see Automobil Revue , issue 79/1935 of October 1, 1935