engine output from 130 to 240 bhp. However, it also raised the fuel consumption and its front-end weight gave the car noticeable understeer. Improved over the close-season, a team of three “Blower Bentleys” arrived, managed by former Bentley-driver and Lagonda team-manager Bertie Kensington-Moir. Birkin renewed his 1928 Le Mans partnership with Jean Chassagne, while race-winner Dudley Benjafield drove with former Alfa Romeo test-driver (and now British resident) Giulio Ramponi. The third car was driven by Boris Harcourt-Wood and Jack Dunfee, Clive's older brother. The first German car to run at Le Mans was a privateer entry. Mercedes and Benz had merged in 1926 and had considerable racing success, but with the Depression the company closed its works racing team. Team manager Alfred Neubauer, however, convinced the board to bankroll a privateer team. This was run by their top works driver Rudolf “Rudi” Caracciola. The SSK (Super Sports Kurz) was designed by Ferdinand Porsche as a development of the SS model. The giant 170 bhp 7.1-litre engine could be augmented by a Roots supercharger to put out 300 bhp. However, unlike the Bentleys, the supercharger was not designed to be run all the time (not least for reasons of chronic fuel consumption), and the team was able to convince the ACO to discount the 1.3 supercharger modifier when dictating the car's target distance. Caracciola's co-driver was also from the Mercedes-Benz works team, Christian Werner. Stutz was present at Le Mans again, through two black-painted private entries. The latest model M versions came in two wheelbase lengths, with the shorter designated the “MA”. The new 5.3-litre sidevalve engine now put out 120 bhp. Edouard Brisson was having his first race after the bad 1929 Le Mans when a fuel-fire had badly burnt his face and hands. His co-driver was the experienced Louis Rigal, former Ariés works driver. The other car was owned by wine-company heir Philippe de Rothschild. Keen to keep his anonymity he raced under the pseudonym “Georges Philippe” and had an American banking friend, Dick Parke, put the entry in for him. He had Edmond Bourlier (formerly from Talbot and Delage works teams) as his co-driver with Parke acting as reserve driver for both cars. The Sunbeam-Talbot-Darracq marque returned to Le Mans this year. The successful Talbot 14/45 had been developed into the 18/70 model with a racing version, the AO90 (a reference to its top speed over 90 mph).