1931 Grand Prix Season

The 1931 Grand Prix season was a watershed year, with the advent of the AIACR European Championship. After several years of Grand Prix racing in the doldrums with little technical development, 1931 saw new models come from all three main manufacturers: Bugatti, Maserati and Alfa Romeo.

The AIACR regulations were to Formula Libre (open formula) rules for the cars, but the race-format chosen was to run the Grands Prix over a marathon ten hours each with two drivers per car. The pair had to be the same for all three races otherwise only the lead driver would score points. The championship was won by Ferdinando Minoia, driving for the Alfa Corse works team. He was tied on points with his team-mate Giuseppe Campari after the three races. Despite not having won any of the races, his consistency gave him the tiebreaker by covering a greater distance across the combined 30 hours of racing. However, the endurance format of the series was exhausting and unpopular with the drivers, and became processional and boring for the spectators and would not be repeated.

In the other major races of the season, the new Bugatti Type 51 won its first event, at Tunis, and dominated the French circuits in the early half of the season. The Italian Championship regularly drew the best drivers and gave close racing between Alfa Romeo, Bugatti and Maserati. At the end of the season, the championship was awarded to Alfa Romeo driver Campari, on a tie-breaker countback. With both major titles in their cabinet, Alfa Romeo finished the season strongly.

European Championship Grands Prix

Other Grand Épreuves

A grey background indicates the race was not held this year. Sources: Rendall 1993, p.362

Major Races

Multiple classes are mentioned when they were divided and run to different race lengths.

''Note: *Race mistakenly flagged by officials after only 99 laps, not the full 100 as scheduled''

Regulations and Technical

In October 1930, the CSI regulatory body of the AIACR met to draft up rules for a new championship. The racing bodies of Belgium, France, Italy and Spain would hold events lasting ten hours, with the results merged as a single race- the International Grand Prix. Each body would contribute 150000 francs, and the driver covering the farthest distance over the four races would collect half a million francs. However, that idea was deemed impractical and instead the races should be discrete, individual events. As all the races took place in Europe it was renamed the European Automobile Championship.

The media soon spotted major issues with the proposal – after the abortive Manufacturer's Championship, just a few years earlier. If the field was whittled down after three or four hours, what was to be gained if only a half-dozen cars raced for the latter half of the race? They protested that it would bore the spectators, and drive them away well before the end of the races. However, the CSI was not swayed and confirmed the format in March. The Italian GP was moved from its traditional September to May to be able to run in good daylight and the Spanish GP was dropped from the list. Now the overall winner would receive 150000 francs. The two drivers had to be paired together for all three races and would only score points in the car they had been nominated for. In case of a tie, the driver(s) who had covered the greatest total distance would win the tie-break.
The cars would otherwise not be limited, running to Formula Libre. A proposal to run a gasoline/benzole mixture was discarded as Italy had no benzole.

Technical Innovation

After a lethargic period of years with only incremental development, 1931 saw a good range of new models and innovation from all three main manufacturers. At his son's insistence, Ettore Bugatti had swapped the Millers of American Leon Duray for a trio of Type 43 sports cars in 1929. Cimarosti 1997, p.84 Venables 2009, p.62 Examination of the advanced engineering of the Miller engine led to the developed of the Bugatti Type 51. Essentially the same as the Type 35B, still using two valves per cylinder and a single carburettor, it was now fitted with twin overhead camshafts and put out 180 bhp. At the fast Monza Grand Prix, Bugatti also entered the new Type 54 (purportedly produced in only 13 days Venables 2009, p.63), with the 5-litre engine of the Type 50 sports car. But despite developing an enormous 300 bhp, raw power on paper was no key to success. Front-heavy, it handled poorly and was terrible on its tyres.

Maserati had led the way forward the previous year with the 8C-2500 engine in the Tipo 26M. The brothers further developed the engine, boring it out to 2.8-litres, also introduced at the Monza race. The team continued to run that model through this season, as well as the mighty, twin-engined V4 on the open fast circuits.
Voiturette racing was increasing in popularity again, with over a dozen races scheduled for the season. After his success the previous year, Alfieri felt encouraged to develop the 1.5-litre 26C. The new 1.1-litre twin-cam 4-cylinder model – either the 4CS sports car or 4CM (''monoposto'') single-seater - would soon dominate the small classes, and earn good money for Maserati in both prizemoney and privateer sales. Ludvigsen 2008, p.81

With the final retirement of the Alfa Romeo P2 from front-line racing, Vittorio Jano produced two quite different models for the new Championship.
The 8C 2300 was a development from the 6C 1750 sports car. Jano put a pair of 4-cylinder engines back-to-back with a common gear-train linking the two camshafts. Being centrally mounted it minimised the engine torque and vibration. It came in two variants – the long-wheelbase version was the sports car, while the nimbler, short-wheelbase model entered Grand Prix races. Ludvigsen 2008, p.72 Monkhouse 1953, p.11
To take on the big-engined Mercedes, Jano built the Tipo A. Taking two complete engines of the 6C 1750, and mounting them side by side. The mirror-image arrangement improved traction because of the equal and opposite torque of the engines. Ludvigsen 2008, p.59 Alfa's (and Europe's) first ''monoposto'', the driver sat centrally, over the two driveshafts in a deep, streamlined cockpit. Unlike the twin-engined Bugatti and Maserati, each engine of the Tipo A kept its own power-train with crankcase and driveshaft. Cimarosti 1997, p.90 A single gear lever controlled both gearboxes with an overrunning clutch. Only four were built. Cimarosti 1997, p.88 Georgano 1971, p.337

Teams and drivers

The AIACR Championship regulations stipulated that each nominated driver-combination had to compete together in all three races to keep scoring points. Therefore, at the start of the season, at the Italian Grand Prix, the works teams declared these as their driver combinations:

These tables only intend to cover entries in the major races, using the key above. It includes all starters in the Championship races.
Sources:

Significant Privateer drivers

''Note: * raced in event as a relief driver, ♠ Works driver raced as a privateer. Those in brackets show, although entered, the driver did not race''

''Note: † driver killed during this racing season''

Season review

Start of the season

The start of the year saw the first Winter Grand Prix. The Swedish Automobile Club had regularly run a road-race from Stockholm to Gothenburg. This year they mapped out a 50km course on the narrow roads through the woods near Lake Rämen. The pits and grandstands were built near the local railway station by the lake and oversaw a 2km stretch on the frozen lake. The 20 starters were mainly made up of local drivers with a diverse range of cars. These included a number of big-engined American stock cars, as well as a 1.5-litre Bugatti Type 37 and a 1.6-litre four-wheel drive Tracta. Two Finnish drivers, Karl Ebb and "Baron" Johan Ramsay travelled across but the big draw-card was German champion Rudi Caracciola driving his Mercedes SSK. Another SSK was entered by young Swede Per-Victor Widengren, returning from studies in the US and Germany.
On race-day, trains bought 30000 spectators to the track. Forty minutes after the start, Ebb’s Auburn came by leading the first lap from Widengren, Olsson and Caracciola. On the second lap, Ebb slid into a snowbank blocking the road. Olsson and Widengren had to stop and help push him clear to get past. Ebb waved Widengren through to take the lead. But both Mercedes retired at the halfway point with mechanical issues. When Olsson lost twenty minutes after sliding into a ditch, it gave Ebb a comfortable lead he held to the end. Ramsay made it a Finnish 1-2 coming home almost a quarter hour behind, both having used studded tyres, rather than chains, through the snow.

The Tunis Grand Prix was the culmination of a week of festivities celebrating the 50th anniversary of being a French protectorate, with the French president in attendance. With a dozen main class and seventeen ''voiturettes'', it attracted a good field, led by the four-car Maserati works team. Luigi Fagioli and new team-driver René Dreyfus had the proven 26M, Clemente Biondetti the big V4, while Ernesto Maserati ran one of the original 1.5-litre Tipo 26 in the junior class. Achille Varzi arrived as a privateer with the brand new Bugatti Type 51. Algerian Marcel Lehoux and German Heinrich-Joachim von Morgen ran the older Type 35B, while Philippe Étancelin and Polish émigré ''Count'' Stanisław Czaykowski had 2-litre Type 35C’s. This year, the race was held on a new triangular circuit outside the ancient city of Carthage. Strangely von Morgen's car was sabotaged on the ship from Europe when someone fed a piece of sacking into the fuel tank which then dissolved into the engine. Though Fagioli led the first lap, Varzi soon passed him and started building a lead, with Lehoux in third. When Fagioli had plug issues and Varzi a puncture, Lehoux was able to move into second. Despite having to stop for another puncture, Varzi gave the Type 51 a win on debut. An exciting duel for second lasted most of the race, with Fagioli's Maserati beating home Lehoux by just fifteen seconds. Maserati comfortably won the "voiturette" class finishing eighth overall, and over ten minutes ahead of Pierre Veyron’s Bugatti.

Monaco

The next major race was the lucrative Monaco Grand Prix. With 100000 francs prizemoney for the winner, it was already establishing itself as one of the glamour events on the calendar. The organisers had an invitation list that attracted a top-class field. The Maserati team and the top French drivers were back from Africa. The Bugatti works team arrived in force with Varzi joined by Louis Chiron, Albert Divo and Guy Bouriat running the new Type 51. The English ''Earl'' Howe was the first buyer of the new model (repainted in British racing green), leading a flotilla of privateer Bugattis, along with von Morgen's full German Bugatti Team. The Alfa Romeo works team gave Tazio Nuvolari the new 8C-2300. Luigi Arcangeli and Baconin Borzacchini had the 6C-1750GS, as did Goffredo Zehender driving for the Scuderia Ferrari. On such a tight track, the three big sports cars were quite incongruous: Caracciola now had the new lightweight Mercedes SSKL, fresh from a great win in the Mille Miglia the week before. ''Count'' Boris Ivanowski ran Caracciola's former SSK and French veteran André Boillot ran a 7-year old Peugeot 174.
Being a street circuit, the one-hour practice had to be held at 6am on Thursday and Friday mornings. Notable absentees were the Alfa Romeo team, whose Pirelli tyres had proven very poor in the Mille Miglia. Ivanowski only arrived on Saturday night after all practice had finished and was denied entry. René Dreyfus had drawn pole position and led the first few laps. “Williams” barged past but lost his engine on only the sixth lap. By the tenth lap, the top six were barely ten seconds apart with Varzi now just ahead of Dreyfus, Lehoux, Fagioli, Chiron and Caracciola. On lap 29, Varzi came into the pits on three wheels after smashing the other one on a curbstone. The repairs cost him four minutes and dropped him to sixth. With Dreyfus, Divo and Lehoux also experiencing issues, it was Chiron and Fagioli now setting the pace. After 50 laps, at the half-way point, only five of the remaining fifteen runners were still on the lead lap: Chiron forty seconds ahead of Fagioli, then Bouriat, Caracciola and Varzi. Howe was sixth, two laps back. Soon after, Caracciola crawled into the pits with his clutch broken. Bouriat took second place from Fagioli, who was having fuel-pressure problems, and having to navigate the twisty circuit one-handed while simultaneously pumping fuel with the other. Chiron was not slowing down, and put in the fastest lap of the race on lap 80, which Fagioli matched four laps later despite his fuel-flow issues. Bouriat had a late stop to change sparkplugs that dropped him to fifth. But no-one could catch Chiron, who took the flag a comfortable three minutes ahead of Fagioli and Varzi, winning his home Grand Prix. In a timekeeping blunder, the officials miscounted and dropped the flag a lap early. The crowds then poured onto the track and stopped the other finishers. Boillot and his Peugeot tourer came in sixth, behind Bouriat (Bugatti) and Zehender (Ferrari) after not having to stop during the race.

Just a week later, the first Italian race was held, at Alessandria. This year, the long 32 km circuit through the Piedmont countryside was replaced by a shorter 8 km track through the northern suburbs. The track proved a minefield though with a lot of loose stones scattered across the road being picked up by the cars. Fagioli again represented Maserati, with Dreyfus as reserve. But Varzi was the favourite with a new Type 51, painted red and driven straight from the Molsheim factory the day before. He was supported by a number of Bugattis including the German team. Alfa Romeo was represented by a strong Scuderia Ferrari team. Nuvolari had an 8C-2300 modified for grand prix use, while Arcangeli, Severi and Caniato drove the less powerful 6-cylinder models. A big field of 39 cars, including voiturettes took the start. Varzi short through from the second row to take the lead and was never headed, drawing away at five seconds a lap. Fagioli broke his gearbox on lap 3 and Nuvolari’s differential broke on lap 9. On route to victory, Varzi lapped all the field except for Giovanni Minozzi's Bugatti with von Morgen coming in third. Rendall 1993, p.128

Targa Florio

Always the toughest race of the year, the Targa Florio was made far harder by terrible floods across Sicily in February. Landslides had demolished the mountain roads between Polizzi and Collessano and many parts of the Medio Madonie were ruined. Therefore, ''Comte'' Vincenzo Florio

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