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1938 Auto-Union Type D Navigation
The Silver Arrows—successful, streamlined Grand Prix racers of the late-1930's built by premier German manufacturers and finished in a shimmering shade of their home country's racing color. Of these legendary racers built by Auto Union and Mercedes-Benz, the Auto Union D-Type has perhaps become the most storied. With a postwar past shrouded in mystery and controversy, the D-Type has become a captivating symbol of early racing heritage. As the Bonhams & Butterfields auction house prepares to offer D-Type chassis 19 on August 14, 2009, the legendary Auto Union is set to show the world the unfathomable cost of a legendary history.
Ferdinand Porsche had been working for Auto Union prior to the D-Type's development. In a careless attempt at cost cutting, his contract had dropped by Auto Union after 1937. Everything worked out fine for Porsche, who was immediately and happily offered another job by Mercedes-Benz, but Auto Union had lost its best engineer. Nevertheless, Auto Union was able to develop the competitive D-Type for Grand Prix racing in just 18 months.
Another man who had recently and thoughtlessly been let go was skilled driver Hans Stuck. Luckily, Hans Stuck accepted when Auto Union realized his talents were desperately needed in the 1938 season. Stuck took the German Mountain Championship in 1938 as he deftly piloted a D-Type to victories at La Turbie and Grossglockner. After the tragic death of driver Bernd Rosemeyer in 1938, Auto Union hired Tazio Nuvolari. With drivers like Stuck and Nuvolari at the wheels of the D-Types, the success of the cars was almost guaranteed.
Auto Union would not have been content without knowing that its team of skilled drivers was provided with the very best of Teutonic machinery. Accordingly, the D-Type was engineered and built to perfection. To meet new Grand Prix regulations for 1938, the supercharged D-Type was required to have a maximum engine displacement of 3,000cc and a minimum weight of 850kg. In line with all rules, the Auto Union had a dry weight of 850kg and a V12 engine displacing 2,990cc.
The V12 initially produced 420bhp at 7,000rpm, but when a twin-stage supercharger was adopted for the 1939 racing season the output swung up to a spectacular 485bhp at the same engine speed. Though there was never a need to rev much higher than 7,000rpm, the engines were capable of speeds in excess of 10,000rpm. The power plants were remarkable feats by themselves, and their mid-mounted placement in the D-Type chassis offered impressive handling characteristics. A transaxle was linked directly to the rear of the engine.
Further aiding the handling of the mid-engined D-Type was its use of a De Dion rear axle to replace a rear swing arm suspension. Dated shock absorber technology was employed from the beginning, but hydraulic dampers were adopted later to improve the car's already excellent on-track driving characteristics. Even the fuel placement was optimized to provide precise handling. Stored low to the ground in tanks within the D-Type's wheelbase, fuel acted as a stabilizing ballast that kept the center of gravity low and the weight distribution good.
In 1939, 11 D-Types were raced. Second place finishes were attained by Nuvolari in the EifelRennen and by another driver at the Belgian Grand Prix. A 1-2 finish was realized at Reims-Gueux in France. The D-Types saw their final races in 1939. After that, the ensuing war halted all such activities as the world struggled through some of the most difficult and trying years it had ever known.
As nations slowly rebuilt and recovered after World War II, there wasn't exactly a great rush to find the whereabouts of a few successful Grand Prix racers from the prior decade. The Auto Unions were forgotten. Many ended up in the Soviet Union, where they were stripped down so that Soviet automakers could discover the root of their magic. After learning what they could from the cars, Soviet engineers had several of the Auto Union racers thoughtlessly scrapped and discarded. Other Auto Unions met similarly degrading fates, being stripped of finely engineered pieces that found their way into Soviet racing cars. In an ultimate insult, one Auto Union chassis was cut in half to be used for a trailer. Thinking about the mutilation of these once awe-inspiring machines is enough to make any racing enthusiast cringe with grief.
For a vintage racing fan named Paul Karassik, the pain was too much to take. A native of Russia living in Florida, Karassik went on a heroic quest through Russia, seeking all he could find related to Auto Union's past. He was undoubtedly successful, locating the complete and unmolested D-Type chassis 19. Though chassis 19 was without an engine, Karassik was able to track down a late-model Auto Union V12.
Karassik logically chose to have the V12 installed in chassis 19 to create a driving example of an extremely rare automobile. He had the car and engine delivered to Crosthwaite & Gardiner in Buxted, England, a highly respected specialist in Silver Arrow motorcars. Crosthwaite & Gardiner were responsible for restoring chassis 19 to its impeccable present condition. They also rebuilt the V12 to the proper specifications of chassis 19's original engine with twin-stage supercharging, installing the engine in the waiting D-Type upon completion.
Chassis 19 is set to be the main attraction at this year's Bonhams Quail Lodge auction in Carmel, California when it crosses the block on August 14. The car's well-documented racing career indicates that Hans Stuck finished sixth in the car at the 1939 Reims-Gueux race. Stuck was the last driver to race chassis 19, and the Reims-Gueux event was the car's final outing.
The importance of the Auto Union D-Type is undeniable. It was one of the finest Grand Prix cars of its era, a highly competitive machine complete with exquisite engineering and dazzling looks. As chassis 19 comes to auction, it brings with it the exceedingly rare chance to own a genuine piece of Grand Prix history.
This year marks the twelfth annual Bonhams Quail Lodge auction. Always a site for the finest collector cars, 2009 will be a particularly exciting year at the Quail Lodge. With its fabled history, aesthetic excellence, and mechanical brilliance, D-Type chassis 19 begs one important question—what is the price of priceless? Bonhams & Butterfields estimates a top bid price in excess of $8-million.
Sources:
'Bonhams & Butterfields to Offer Hans Stuck's Legendary Auto Union Grand Prix Racer at Quail Lodge in August.' Bonhams & Butterfields Web.12 Aug 2009. http://www.bonhams.com/cgi-bin/wspd_cgi.sh/pubweb/publicSite.r?sContinent=USA&screen=QuailAutoUnion.
David, Dennis. 'Auto Union Type D.' Grand Prix Cars Web.12 Aug 2009. http://www.ddavid.com/formula1/auto_d.htm.By Evan Acuña
Ferdinand Porsche had been working for Auto Union prior to the D-Type's development. In a careless attempt at cost cutting, his contract had dropped by Auto Union after 1937. Everything worked out fine for Porsche, who was immediately and happily offered another job by Mercedes-Benz, but Auto Union had lost its best engineer. Nevertheless, Auto Union was able to develop the competitive D-Type for Grand Prix racing in just 18 months.
Another man who had recently and thoughtlessly been let go was skilled driver Hans Stuck. Luckily, Hans Stuck accepted when Auto Union realized his talents were desperately needed in the 1938 season. Stuck took the German Mountain Championship in 1938 as he deftly piloted a D-Type to victories at La Turbie and Grossglockner. After the tragic death of driver Bernd Rosemeyer in 1938, Auto Union hired Tazio Nuvolari. With drivers like Stuck and Nuvolari at the wheels of the D-Types, the success of the cars was almost guaranteed.
Auto Union would not have been content without knowing that its team of skilled drivers was provided with the very best of Teutonic machinery. Accordingly, the D-Type was engineered and built to perfection. To meet new Grand Prix regulations for 1938, the supercharged D-Type was required to have a maximum engine displacement of 3,000cc and a minimum weight of 850kg. In line with all rules, the Auto Union had a dry weight of 850kg and a V12 engine displacing 2,990cc.
The V12 initially produced 420bhp at 7,000rpm, but when a twin-stage supercharger was adopted for the 1939 racing season the output swung up to a spectacular 485bhp at the same engine speed. Though there was never a need to rev much higher than 7,000rpm, the engines were capable of speeds in excess of 10,000rpm. The power plants were remarkable feats by themselves, and their mid-mounted placement in the D-Type chassis offered impressive handling characteristics. A transaxle was linked directly to the rear of the engine.
Further aiding the handling of the mid-engined D-Type was its use of a De Dion rear axle to replace a rear swing arm suspension. Dated shock absorber technology was employed from the beginning, but hydraulic dampers were adopted later to improve the car's already excellent on-track driving characteristics. Even the fuel placement was optimized to provide precise handling. Stored low to the ground in tanks within the D-Type's wheelbase, fuel acted as a stabilizing ballast that kept the center of gravity low and the weight distribution good.
In 1939, 11 D-Types were raced. Second place finishes were attained by Nuvolari in the EifelRennen and by another driver at the Belgian Grand Prix. A 1-2 finish was realized at Reims-Gueux in France. The D-Types saw their final races in 1939. After that, the ensuing war halted all such activities as the world struggled through some of the most difficult and trying years it had ever known.
As nations slowly rebuilt and recovered after World War II, there wasn't exactly a great rush to find the whereabouts of a few successful Grand Prix racers from the prior decade. The Auto Unions were forgotten. Many ended up in the Soviet Union, where they were stripped down so that Soviet automakers could discover the root of their magic. After learning what they could from the cars, Soviet engineers had several of the Auto Union racers thoughtlessly scrapped and discarded. Other Auto Unions met similarly degrading fates, being stripped of finely engineered pieces that found their way into Soviet racing cars. In an ultimate insult, one Auto Union chassis was cut in half to be used for a trailer. Thinking about the mutilation of these once awe-inspiring machines is enough to make any racing enthusiast cringe with grief.
For a vintage racing fan named Paul Karassik, the pain was too much to take. A native of Russia living in Florida, Karassik went on a heroic quest through Russia, seeking all he could find related to Auto Union's past. He was undoubtedly successful, locating the complete and unmolested D-Type chassis 19. Though chassis 19 was without an engine, Karassik was able to track down a late-model Auto Union V12.
Karassik logically chose to have the V12 installed in chassis 19 to create a driving example of an extremely rare automobile. He had the car and engine delivered to Crosthwaite & Gardiner in Buxted, England, a highly respected specialist in Silver Arrow motorcars. Crosthwaite & Gardiner were responsible for restoring chassis 19 to its impeccable present condition. They also rebuilt the V12 to the proper specifications of chassis 19's original engine with twin-stage supercharging, installing the engine in the waiting D-Type upon completion.
Chassis 19 is set to be the main attraction at this year's Bonhams Quail Lodge auction in Carmel, California when it crosses the block on August 14. The car's well-documented racing career indicates that Hans Stuck finished sixth in the car at the 1939 Reims-Gueux race. Stuck was the last driver to race chassis 19, and the Reims-Gueux event was the car's final outing.
The importance of the Auto Union D-Type is undeniable. It was one of the finest Grand Prix cars of its era, a highly competitive machine complete with exquisite engineering and dazzling looks. As chassis 19 comes to auction, it brings with it the exceedingly rare chance to own a genuine piece of Grand Prix history.
This year marks the twelfth annual Bonhams Quail Lodge auction. Always a site for the finest collector cars, 2009 will be a particularly exciting year at the Quail Lodge. With its fabled history, aesthetic excellence, and mechanical brilliance, D-Type chassis 19 begs one important question—what is the price of priceless? Bonhams & Butterfields estimates a top bid price in excess of $8-million.
Sources:
'Bonhams & Butterfields to Offer Hans Stuck's Legendary Auto Union Grand Prix Racer at Quail Lodge in August.' Bonhams & Butterfields Web.12 Aug 2009. http://www.bonhams.com/cgi-bin/wspd_cgi.sh/pubweb/publicSite.r?sContinent=USA&screen=QuailAutoUnion.
David, Dennis. 'Auto Union Type D.' Grand Prix Cars Web.12 Aug 2009. http://www.ddavid.com/formula1/auto_d.htm.By Evan Acuña
No auction information available for this vehicle at this time.
Recent Sales of the Auto-Union Type D
(Data based on Model Year 1938 sales)
Auto-Union Type Ds That Failed To Sell At Auction
1938 Auto-Union Type D's that have appeared at auction but did not sell.
| Vehicle | Chassis | Event | High Bid | Est. Low | Est. High |
|---|---|---|---|---|---|
| 1939 Auto Union 3-liter D-Type V12 Grand Prix Racing Single-Seater | 19 | 2009 Bonhams Quail Lodge Resort and Golf Club | $8,000,000 | $10,000,000 |
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1938 Auto-Union Type D
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Chassis #: 019