His debut race was in Tripoli where he lay 2nd to Lang prior to suffering supercharger trouble which dropped him to seventh. Seaman became a popular member of the team because of his honest, straightforward character. Neubauer took a strong liking to the young driver. Seaman’s first year with Mercedes was solid if not spectacular. The mechanics were impressed with his mechanical knowledge, which he relayed through Rudolf Uhlenhaut, who spoke fluent English. 1938 marked the beginning of the new 3-liter formula and because he was still the junior driver on the team a new car was not ready for him until the German Grand Prix in July. During his forced "holiday" he met his future wife Erica Popp whose father was President and co-Founder of BMW. Seaman’s mother was at first friendly to the young German girl until she found out that her son intended to marry this girl. She was violently opposed to the marriage, more for the problems she felt that her son would encounter for marrying a very young German girl than for any personal animosity she had towards her. Sadly Seaman became estranged towards his mother until his death.
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At his funeral were representatives of both Mercedes and Auto Union and the board of directors at Mercedes decreed that in all of the display windows of their dealerships would be placed a portrait of the only driver ever to be killed driving one of the Silver Arrows. |
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Seaman
was supported all the while by his reluctant mother who had taken over the families
finances due to the ill-health suffered by his father. His father died on 3 February 1935
and for the rest of his life there would be battles with his mother, first over his racing
and then over his marriage. Seaman meanwhile had purchased an ERA but found the Bourne
outfit unable to support his car effectively. He decided that he needed to establish his
own team. The most important person in this new team was Giulio Ramponi who used to work
for Alfa Romeo and knew everything there was to know about a racecar. The effect was
immediate and Seaman began a string of victories that brought him to the attention of the
factory teams. For 1936 Ramponi recommended that Seaman purchase a 10 year old Delage from
Earl Howe. Feeling that the car was obsolete he was incredulous at first but Ramponi saw
in the car the potential to dominate the 1500 cc class. Howe was more than glad to sell
the car and all the spare parts that he had. Ramponi went to see Monsieur Lory at Delage
and was given plans and some new parts to bring the Delage up to date. The car was
stripped and modified extensively. One of the strengths of the car in addition to its
drivability was its fuel consumption, which allowed it fewer pitstops than the opposition.
The car and driver were the sensation of the
1936 season and awaiting him upon his return to London was a telegram from Daimler-Benz
requesting his attendance at an upcoming driver-trial at the Nurburgring. Seaman impressed
Alfred Neubauer with his fluid driving style and was asked to return for more tests.
Seaman’s mother was concerned as he was regarding the political implications of an
Englishman driving for a German team. He sought advice from friends at the RAC as well as
Earl Howe. They told him that this was an opportunity that should not be passed up and
that if things got worse he could always resign. In December he signed a provisional
contract for 1937 subject to the approval of Adolf Hitler which would be given. 
Finally the German Grand Prix
arrived. For this race the Mercedes team had no fewer than seven of the new W154s during
practice. Seaman was quick to shake off any rust and was third fastest during qualifying.
Seaman was second to von Brauchitsch until his German teammate suffered a car fire during
a pitstop. Seaman assumed the lead that he would hold until the end. This victory would
mark the highpoint of his career for an Englishman on the victory podium of a major
European race was still a rare thing, the fact that he was driving a Mercedes in
Hitler’s Germany made it rarer still! The next race that he drove in was the Swiss GP
where he came in a fine second to Caracciola. After another successful season that saw him
win his first race he was re-signed for the 1939 season. At the opening race he had to
stand down, as there were only two new cars ready. The next race, the Eifel GP ended
seconds after it began for Seaman when he suffered a failed clutch. Going to Spa in
Belgium, Seaman was determined more than ever that he should no longer be considered a
junior or reserve driver. The race was run in a downpour and on lap nine even the regenmeister Caracciola spun. On the tenth lap Seaman took the lead while the rain had stopped. With
the track both wet and dry at various places experience would have told the driver that
this condition could be the most dangerous. Seaman could only think of the first two races
of the year and was out to prove that he was second to none on this or any other team. At
La Source Seaman’s car went into a skid and left the track, crashing sideways into a
tree. The driver’s compartment had been damaged and as the car burst into flames the
driver was trapped. Two Belgian officers pulled the driver clear but he was to die from
his burns just after midnight. Neubauer would relate in his memoirs that it was a familiar
story. Ninety-nine times a driver takes a bend at precisely the same angle and
precisely the same speed. Then the hundredth time he wants to go one better, to cut one
second off his time and puts a shade more pressure on the accelerator. That shade is
fatal.