Bugatti Wiki - User contributions [en]

Bugantics

2015-07-14T07:43:50Z

Herman: Created page with "Index to Bugantics"

Index to Bugantics

Main Page

2015-07-14T07:43:29Z

Herman:

Welcome to the '''Bugatti WIKI'''. This online encyclopedia contains information on all aspects of the Bugatti family. It also contains the largest database of chassis numbers. '''YOU''' can edit these pages too. If you find an error you can correct, or can provide additional info, please feel free to do so. Read here how: [[Simple instructions]]

== BUGATTI INFORMATION ==

* [[Bugattis by type]]
* [[Bugatti specifications]]
* [[Other Bugatti projects]]
* [[Bugatti articles]]
* [[Bugatti clubs and communities]]
* [[Modern Bugattis]]

== BUGATTI MAINTAINANCE ==

* [[General guidelines for repairs]]
* [[General guidelines for restauration]]
* [[Proper metal finishes]]
* [[Sources for Bugatti parts]]

== BUGATTI HISTORY ==

* [[Short Bugatti history]]
* [[Bugatti history]]
* [[Bugatti people]]

== BUGATTIANA ==

* [[Bugatti books]]
* [[Bugantics]]
* [[Bugatti scale models]]
* [[Bugatti philately]]

Main Page

2013-06-09T19:36:07Z

Herman:

Bugatti articles

2013-03-30T08:44:20Z

Herman:

[[Bugatti newsletters]]

[[From Aerolithe to EXK6 by Johan Buchner]]

[[Bugatti at Le Mans]]

[[The Bugatti Atlantic]]

[[My Bugattis by S. Dean]]

[[Bugatti Type 49 with Cord body]]

[[Jean Prick]]

[[Rembrandt Bugatti]]

[[Rabag Bugatti Rocket Car]]

[[International Bugatti Rallye 1999]]

[[The Jean Bugatti memorial sites]]

Bugatti oil

2013-03-30T08:26:58Z

Herman:

Bugatti sold the oil for his cars in 1 liter cans. The contents were castor oil, with additives to reduce "gum up" on piston rings.

http://www.bugattibuilder.com/photo/albums/userpics/10003/normal_bidon_bugatti06.jpg

Bugatti timeline

2012-04-04T18:14:00Z

Herman: Replaced content with "1909 - Ettore Bugatti rents an unused dyeworks in Molsheim. 1924 - Ettore Bugatti introduces the Bugatti Type 35 1939 - Winning Le Mans, [[Jean B..."

[[1909]] - [[Ettore Bugatti]] rents an unused dyeworks in Molsheim.

[[1924]] - [[Ettore Bugatti]] introduces the [[Bugatti Type 35]]

[[1939]] - Winning Le Mans, [[Jean Bugatti]] dies in car crash

[[1947]] - [[Ettore Bugatti]] dies

Bugatti scale models

2009-12-27T17:51:09Z

Herman:

[[Personal scale model collections]]

[[Bugatti type 0 to 9 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/908/thumb_P9170006.JPG [[Bugatti type 10 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T13_Brumm1.jpg [[Bugatti type 13 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_Type-14-1.JPG [[Bugatti type 14 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10062/thumb_T-15_OM_2.JPG [[Bugatti type 15 scale models]]

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[Bugatti type 16 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_044lm23n28p10bis.jpg [[Bugatti type 17 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T18_GPM.jpg [[Bugatti type 18 scale models]]

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[Bugatti type 22 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_1%7E3.jpg [[Bugatti type 23 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T28_5001_DTD.jpg [[Bugatti type 28 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_63d.jpg [[Bugatti type 29/30 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_T30_006.jpg [[Bugatti type 30 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_c0_1_b.jpg [[Bugatti type 32 scale models]]

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[Bugatti type 35 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_t36_amis.jpg [[Bugatti type 36 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_Aurore_T37_La_Cage.jpg [[Bugatti type 37 scale models]]

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[Bugatti type 38 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T39_MCM.jpg [[Bugatti type 39 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_02_1.jpg [[Bugatti type 40 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/1089/thumb_41141_Coach.jpg [[Bugatti type 41 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T43_MCM.jpg [[Bugatti type 43 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_T44FiacreTinWizard_001.jpg [[Bugatti type 44 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T45_47156_DB.jpg [[Bugatti type 45 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10062/thumb_Tin_Wizard_T-46_Cabriolet_%281%29.JPG [[Bugatti type 46 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T47_47155_MCM.jpg [[Bugatti type 47 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10062/thumb_DTB_T-49_Roadster_%281%29.JPG [[Bugatti type 49 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_T50DJH_001.jpg [[Bugatti type 50 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T51_51146_Bouissou.jpg [[Bugatti type 51 scale models]]

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[Bugatti type 52 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T53_MCM.jpg [[Bugatti type 53 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T54_Bouissou.jpg [[Bugatti type 54 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/588/thumb_DSCN1331.JPG [[Bugatti type 55 scale models]]

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[Bugatti type 56 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_57562_LOOK_SMART.jpg [[Bugatti type 57 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_BUG59-8.jpg [[Bugatti type 59 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_64001_amis.jpg [[Bugatti type 64 scale models]]

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[Bugatti type 68 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/1351/thumb_46b4_1.jpg [[Bugatti type 73 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_untitled100.jpg [[Bugatti type 100 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/26/thumb_G-1-Maart_-2006.jpg [[Bugatti type 101 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_588d_1.JPG [[Bugatti type 251 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T252_Paradcar.jpg [[Bugatti type 252 scale models]]

[[Bugatti truck scale models]]

----

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_110-id90_mod-fs-289.jpg [[Italdesign ID90 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_2394_01.jpg [[Bugatti EB110 scale models]]

http://www.bugattibuilder.com/wiki/images/EB112-1small.jpg [[Bugatti EB112 scale models]]

----

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_50921a2.jpg [[Bugatti EB118 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_50931a2.jpg [[Bugatti EB218 scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_70911a2.jpg [[Bugatti EB 18.3 Chiron scale models]]

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[Bugatti EB 18.4 Veyron scale models]]

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_AA32.jpg [[Bugatti EB 16.4 Veyron scale models]]

----

http://www.bugattibuilder.com/wiki/images/Blanc100x60.jpg [[De La Chapelle type 55 scale models]]

----

Vroom

VROOM
Michel Ottenwaelder
15 rue des merles
67370 Behlenheim, Alsace
France métropolitaine Telefoon: 03 88 69 67 55
E-mail: vroommichelottenwaelder@orange.fr

Handelsregistratienummer: siret :338 552 425 00021

Tidaholm

2009-11-27T14:38:05Z

Herman: New page: Tidaholm was a truck and bus manufacturer in Sweden. Around 1911/1912 they ventured into making small cars, of which they produced 4. Read more here: http://www.konditori100.se/garage/ca...

Tidaholm was a truck and bus manufacturer in Sweden.

Around 1911/1912 they ventured into making small cars, of which they produced 4.

Read more here: http://www.konditori100.se/garage/carmakes/k1catida.htm

Bugatti specifications

2009-07-09T13:10:32Z

Herman: New page: Bugatti oil

[[Bugatti oil]]

Bugatti Type 33

2009-07-09T13:04:51Z

Herman: New page: The Bugatti type 33 drawings are dated from 1922 to 1926. Apart from the engine all major components are specific for the type 33. The chassi shas curved side rails, sized 94x50x6mm chann...

The Bugatti type 33 drawings are dated from 1922 to 1926. Apart from the engine all major components are specific for the type 33.

The chassi shas curved side rails, sized 94x50x6mm channel section, and the usual rear cross tube and suspension arrangements, all of which were later used for the early type 43's.

A seperate clutch housing bridges the side rails approx halfway. The gearbox and rear axle were a single unit, having 3 forward gears, and reverse.

There are several drawings on the torque arm, ranging from a single tube with twin leather links to twin torque arms, as on the [[Bugatti type 28]] and [[Bugatti type 41]]

The gearbox housing was similar to the types 28, 32, 41 and 46, the trumpets identical to the [[Bugatti type 43]]

The gear change was similar to the [[Bugatti type 28]]

The engine would be very similar to the unit in the [[Bugatti type 30]]

The design of the Bugatti type 33 was for a 2 liter, four seater touring car, which was a development from the type 28 and type 30.

It is unlikely that a prototype was built, but many features were carried on in several later types, like the T38, T40, T43 and T44.

Personal scale model collections

2009-07-03T11:57:49Z

Herman: New page: Personal Bugatti Scale Model Collection (Herman)

[[Personal Bugatti Scale Model Collection (Herman)]]

Personal Bugatti Scale Model Collection (Herman)

2009-06-23T20:11:20Z

Herman:

== Unbuilt models ==

{| border="1"
| Model || Producer || Material || Scale || Status || Remarks
|-
| [[Bugatti_type_17_Le_Mans_in_1:43_by_MCM|Type 17 Le Mans]] || MCM || Metal || 1:43 || Kit, unbuilt
|-
| [[Bugatti_type_32_in_1:43_by_Auto_Replicas|Type 32]] || Auto Replicas || Metal || 1:43 || Kit, unbuilt
|-
| [[Bugatti_type_35_Targa_Florio_in_1:20_by_Revival|Type 35 Targa Florio]] || Revival || Metal || 1:20 || Kit, unbuilt (2x)
|-
| [[Bugatti_type_35A_"Tecla"_in_1:20_by_Revival|Type 35a "Tecla"]] || Revival || Metal || 1:20 || Kit, unbuilt || Powder coated, but needs new paintjob
|-
| [[Bugatti type 35 in 1:24 by Monogram|Type 35b]] || Monogram || Plastic || 1:24 || Kit, unbuilt
|-
| [[Bugatti type 35 in 1:8 by Art Collection|Type 35]] || Art Collection || Metal || 1:8 || Kit, unbuilt
|-
| Type 41 (Packard body) || Rio || Metal || 1:43 || Factory built || Needs new paintjob and rebuild
|-
| Type 41 (Coupe Fiacre) || Rio || Metal || 1:43 || Factory built || Transkit to improve looks available
|-
| Type 41 (Coupe Napoleon) || Italeri || Plastic || 1:24 || Kit in progress
|-
| Type 41 (Weinberger) || Rio || Metal || 1:43 || Factory built || Needs repaint in original colours (black / yellow)
|-
| [[Bugatti_type_41_Royale_Weinberger_in_1:24_by_Lindberg|Type 41 (Weinberger)]] || Revell || Plastic || 1:24 || Kit, unbuilt
|-
| [[Bugatti_type_41_Royale_Binder_in_1:16_by_Bandai|Type 41 (Binder)]] || Fuman || Plastic || 1:16 || Kit, unbuilt || Factory applied paint (poorly done)
|-
| [[Bugatti type 43 in 1:24 by Auto Replicas|Type 43]] || Auto Replicas || White Metal || 1:24 || Kit, unbuilt
|-
| [[Bugatti type 43A in 1:24 by Auto Replicas|Type 43]] || Auto Replicas || White Metal || 1:24 || Kit, unbuilt
|-
| [[Bugatti_type_46_Cabriolet_in_1:43_by_Tin_Wizard|Type 46 Cabriolet]] || Tin Wizard || Metal || 1:43 || Kit, unbuilt
|-
| [[Bugatti_type_49_Cabriolet_in_1:43_by_Tin_Wizard|Type 49 Cabriolet]] || Tin Wizard || Metal || 1:43 || Kit, unbuilt
|-
| Type 50T Coupe de Ville || Pocher || Plastic / Metal || 1:8 || Kit, built || in need of restauration
|-
| Type 50T Surprofile || Pocher || Plastic / Metal || 1:8 || Kit, built || in need of restauration
|-
| [[Bugatti_type_50T_Profile_in_1:24_by_Heller|Type 50T Profile]] || Heller || Plastic || 1:24 || Kit, unbuilt (3x)
|-
| [[Bugatti_type_50_Le_Mans_in_1:43_by_CG_Models|Type 50 Le Mans]] || CG Models (SLM43) || Resin || 1:43 || Kit, unbuilt
|-
| Type 50 Le Mans || ABC Brianza / Rio || Resin || 1:14 || Factory built || in need of restauration
|-
| [[Bugatti_type_55_Le_Mans_in_1:43_by_MCM|Type 55 Le Mans]] || MCM || Metal || 1:43 || Kit, unbuilt
|-
| [[Bugatti_type_55_in_1:24_by_Metal24|Type 55]] || Metal24 || Metal || 1:24 || Kit, unbuilt
|-
| [[Bugatti_type_55_in_1:20_by_Entex|Type 55]] || Entex || Plastic || 1:20 || Kit, unbuilt
|-
| Type 57SC Atlantic || Metal87 || Metal || 1:87 || Kit, unbuilt || parts missing (wheels, tyres)
|-
| Type 57SC Atlantic || Bburago || Metal || 1:24 || Factory built || needs restauration
|-
| [[Bugatti_type_57G_in_1:24_by_Le_Mans_Miniatures|Type 57G Le Mans 1937 #2]] || Le Mans Miniatures || Resin || 1:24 || Kit, unbuilt
|-
| [[Bugatti_type_59_in_1:24_by_Wills Finecast|Type 589] || Wills Finecast || Metal || 1:24 || Kit, unbuilt
|-
| [[Bugatti_type_100_in_1:43_by_Le_Mans_Miniatures|Type 100 airplane]] || Le Mans Miniatures || Resin || 1:43 || Kit, unbuilt
|-
| Type 101 cabriolet || Metal43 || Metal || 1:43 || Kit, unbuilt
|-
| [[Bugatti_type_251_in_1:43_by_JPS|Type 251 (prototype)]] || JPS || Resin || 1:43 || Kit, unbuilt || prepaint
|-
| [[Bugatti_type_251_in_1:43_by_JPS|Type 251 (training)]] || JPS || Resin || 1:43 || Kit, unbuilt || prepaint
|-
| [[Bugatti_type_251_in_1:43_by_JPS|Type 251 (GP Reims 1956)]] || JPS || Resin || 1:43 || Kit, unbuilt || prepaint
|-
| Italdesign ID90 || Alezan || Resin || 1:43 || Kit, unbuilt || Will be built by M-Tuning
|-
| EB118 || Provence Moulage || Resin || 1:43 || Kit, unbuilt || Will be built by M-Tuning
|-
| EB218 || Yow Modelli || Resin || 1:43 || Kit, unbuilt || Will be built by M-Tuning
|}

== Built models ==

{| border="1"
| Model || Producer || Material || Scale || Status || Remarks
|-
| Type 16 Indianapolis || MCM || Metal || 1:43 || Kit, built
|-
| Type 35 Grand Prix de Lyon || Revival || Metal || 1:20 || Kit, built
|-
| Type 35 || IXO || Plastic || 1:43 || Factory built
|-
| Type 35b || Corgi || Plastic || 1:32 || Factory built
|-
| Type 35 || Schuco || Metal || 1:24 || Factory built
|-
| Type 35 (with pitcrew) || Schuco || Metal || 1:24 || Factory built
|-
| Type 35 (wind up toy) || Paya || Tin plate || 1:24 || Factory built
|-
| Type 35 (no. 31/128) || BDB || Metal || 1:87 || Factory built
|-
| Type 41 (Weymann) || Prestige? || Metal || 1:43 || Factory built
|-
| Type 41 (Coupe Napoleon) || Franklin Mint || Metal || 1:24 || Factory built
|-
| Type 41 (Coupe Napoleon) || Italeri || Plastic || 1:24 || Kit in progress
|-
| Type 41 (Coupe Napoleon) || Solido / Hachette || Metal || 1:43 || Factory built
|-
| Type 41 (Coupe Napoleon) || Solido || Metal || 1:43 || Kit, unbuilt || Set with Atalante, no need to build it
|-
| Type 41 (Coupe Napoleon) || Solido || Metal || 1:21 || Factory built
|-
| Type 41 (Berline de Voyage) || Italeri || Plastic || 1:24 || Kit in progress || Missing engine and windows
|-
| Type 41 (Esders) || IXO || Metal || 1:43 || Factory built
|-
| Type 41 (Esders) || Franklin Mint || Metal || 1:24 || Factory built
|-
| Type 41 (Weinberger) || Del Prado || Metal || 1:43 || Factory built || dimensions completely wrong
|-
| Type 41 (Kellner) || Vroom || Resin || 1:43 || Kit, built
|-
| Type 41 (Park Ward) || Heco || Resin || 1:43 || Factory built
|-
| Type 41 (Binder) || Franklin Mint || Metal || 1:16 || Factory built
|-
| Type 44 (Le Mans 1934) || MCM || Metal || 1:43 || Kit, built
|-
| Type 44 Fiacre || Tin Wizard || Metal || 1:43 || Kit, built
|-
| Type 44 Fiacre || KR Models || Resin || 1:87 || Factory built
|-
| Type 45 Chassis || MCM || Metal || 1:43 || Kit, built
|-
| Type 47 Chassis || MCM || Metal || 1:43 || Kit, built
|-
| Type 50T Profile || Pocher || Plastic / Metal || 1:8 || Kit, built
|-
| Type 50T Profile || ABC Brianza / Rio || Resin || 1:14 || Factory built
|-
| Type 50T Profile || DJH || Metal || 1:87 || Factory built
|-
| Type 53 || Western Models || Metal || 1:87 || Kit, built
|-
| Type 57S Atalante (red) || Franklin Mint || Metal || 1:24 || Factory built
|-
| Type 57S Atalante (green) || Solido || Metal || 1:43 || Factory built
|-
| Type 57S Atalante (yellow) || Solido || Metal || 1:43 || Kit, unbuilt || set with Royale, no need to build
|-
| Type 57SC Atlantic || Metal87 || Metal || 1:87 || Kit, built
|-
| Type 57SC Atlantic || IXO || Metal || 1:43 || Factory built
|-
| Type 57SC Atlantic || ABC Brianza / Rio || Resin || 1:14 || Factory built
|-
| Type 57SC Atlantic || Marks || Metal || 1:160 || Factory built
|-
| Type 57G Le Mans 1937 #1 || IXO || Metal || 1:43 || Factory built
|-
| Type 57G Le Mans 1937 #2 || IXO || Metal || 1:43 || Factory built
|-
| Type 57C Le Mans 1939 || IXO || Metal || 1:43 || Factory built
|-
| Type 59 (blue with fenders) || Bburago || Metal || 1:18 || Factory built
|-
| Type 59 (blue without fenders) || Bburago || Metal || 1:18 || Factory built
|-
| Type 59 (grey without fenders) || Bburago || Metal || 1:18 || Kit, built
|-
| Type 59 (Disney) || Bburago || Metal || 1:18 || Factory built
|-
| Type 59 (Yellow / Black fenders) || Bburago || Metal || 1:18 || Factory built
|-
| Type 251 || Plastic || Plastic || 1:43 || Factory built
|-
| Type 252 || Paradcar || Resin || 1:43 || Factory built
|-
| EB110 Etude de style || Norev || Resin || 1:43 || Factory built
|-
| EB110 Prototype || Norev || Resin || 1:43 || Factory built
|-
| EB110 || Norev || Resin || 1:43 || Factory built
|-
| EB110 || Provence Moulage || Resin || 1:43 || Kit, built
|-
| EB110SS || Norev || Resin || 1:43 || Factory built
|-
| EB110 || Bburago || Metal || 1:18 || Factory built
|-
| EB110 || Maisto|| Metal || 1:18 || Factory built
|-
| EB110 || Anson || Metal || 1:18 || Factory built
|-
| EB110 Dauer || Maisto || Metal || 1:18 || Factory built
|-
| EB112 || Norev || Resin || 1:43 || Factory built
|-
| EB218 || AutoArt || Metal || 1:43 || Factory built
|-
| Chiron || AutoArt || Metal || 1:18 || Factory built
|-
| Chiron || AutoArt || Metal || 1:43 || Factory built
|-
| Veyron (red/black) || AutoArt || Metal || 1:43 || Factory built
|-
| Veyron (red/black) || AutoArt || Metal || 1:18 || Factory built
|-
| Veyron (grey/grey) || AutoArt || Metal || 1:43 || Factory built
|-
| Veyron (grey/grey) || AutoArt || Metal || 1:18 || Factory built
|-
| De La Chapelle type 55 || Majorette || Metal || 1:24 || Factory built
|-
| De La Chapelle type 55 || Tchibo || Metal || 1:24 || Factory built
|}

Type 59 by Wills Finecast

2009-06-23T19:26:52Z

Herman:

Value: 50-100 euro, unbuilt

Ref A202

Forest Row, East Sussex

Bugatti type 59 scale models

2009-06-23T19:25:22Z

Herman:

== 1:10 models ==

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_BUG59-8.jpg Type 59 by FP Models

== 1:18 models ==

http://www.bugattibuilder.com/photo/albums/userpics/10003/1884/thumb_DSC_0099.JPG Type 59 by Aurore Models

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T59_Bburagp2.jpg http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T59_Bburago1.jpg
http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_Hill_Climb_001.jpg Type 59 by Bburago

== 1:24 models ==

http://www.bugattibuilder.com/photo/albums/userpics/10003/956/thumb_BT59%25201b.jpg [[Type 59 by Wills Finecast]]

== 1:32 models ==

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_PK-302.jpg Type 59 by Matchbox

== 1:43 models ==

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_6e0f_1.JPG http://www.bugattibuilder.com/photo/albums/userpics/10062/thumb_Aurore_T-57_Roi_des_Belges_%281%29.JPG Type 59 by Aurore Models

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_t59-50b_aurore.jpg http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_50180_aurore.jpg Type 59/50B by Aurore Models

http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_67d2_1.JPG
http://www.bugattibuilder.com/photo/albums/userpics/10003/thumb_9958_1.JPG http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T59_59122_Brumm.jpg http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T59_Brumm.jpg Type 59 by Brumm

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_57248_bouissou.jpg
http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T59_Bouissou_.jpg
http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T59_59122_Bouissou2.jpg http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T59_Bouissou.jpg Type 59 by Bouissou

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_T59-50B_50180_GPM.jpg Type 59/50B by Grand Prix Models

http://www.bugattibuilder.com/photo/albums/userpics/10107/thumb_57248_metal43.jpg Type 59 by Metal43

Bugatti type 10 scale models

2009-06-19T17:56:06Z

Herman:

== 1:43 models ==

http://www.bugattibuilder.com/photo/albums/userpics/10003/908/thumb_P9170002.JPG [[Type 10 by DTD]]

----

[[Type 10 by MCM]]

----

Bugatti at Le Mans

2009-05-10T14:28:32Z

Herman:

{| border="1"
| Year || Type || Chassis || Engine || Racing || Crew || Result || Result
|-
| || || number || (cyl - disp) || number || || (General) || (Class)
|-
| 1923 || Type 22 Brescia || [[http://www.bugattiregister.com/wiki/index.php?title=T22_unknown-Le_Mans_28]] || 4 - 1495 cm3 || 28 || [[Max de Pourtalés]] - [[Sosthene de la Rochefoucauld]] || '''10e 1795,248 km = 74,802 km/h''' || '''1e - 1100 / 1500'''
|-
| 1923 || Type 22 Brescia || [[http://www.bugattiregister.com/wiki/index.php?title=T22_unknown-Le_Mans_29]] || 4 - 1495 cm3 || 29 || [[René Marie]] - [[Louis Pichard]] || '''22e 1415,484 km = 58,978 km/h''' || '''2e - 1100 / 1500'''
|-
| 1930 || Type 40 || [[http://www.bugattiregister.com/wiki/index.php?title=T40_unknown-3390_RD_9]] || 4 - 1496 cm3 || 25 || Mmes [[Marguerite Mareuse]] - [[Odette Siko]] || '''7e 2164,701 km = 90,195 km/h''' || '''1e - 1100 / 1500'''
|-
| 1931 || Type 50 || [[http://www.bugattiregister.com/wiki/index.php?title=50112]] || 8 - 4972 cm3 + C || 4 || [[Achille Varzi]] - [[Louis Chiron]] || retired (team order) || -
|-
| 1931 || Type 50 || [http://www.bugattiregister.com/wiki/index.php?title=50143] || 8 - 4972 cm3 + C || 5 || [[Albert Divo]] - [[Guy Bouriat]] || retired (team order) || -
|-
| 1931 || Type 50 || [http://www.bugattiregister.com/wiki/index.php?title=50181] || 8 - 4972 cm3 + C || 6 || [[Maurice Rost]] - [[Count Caberto Conelli]] || accident || -
|-
| 1931 || Type 43 || ? || 8 - 2261 cm3 + C || 19 || "Ano"("a.k.a. Heldé", [[Pierre Louis-Dreyfus]]) "Nime" ([[Antoine Schumann]]) || retired (gearbox) || -
|-
| 1931 || Type 40 || ? || 4 - 1496 cm3 || 22 || Mmes [[Marguerite Mareuse]] - [[Odette Siko]] || retired (ran out of fuel) || -
|-
| 1931 || Type 37 || [[http://www.bugattiregister.com/wiki/index.php?title=T37_Unknown-Sebilleau/Delaroche]] || 4 - 1496 cm3 || 23 || [[Jean Sébilleau]] - [[George Delaroche]] || retired clutch failure || -
|-
| 1932 || Type 55 || [[http://www.bugattiregister.com/wiki/index.php?title=55221]] || 8 - 2262 cm3 || 15 || [[Louis Chiron]] - [[Guy Bouriat]] || retired (split fuel tank) || -
|-
| 1932 || Type 55 || [[http://www.bugattiregister.com/wiki/index.php?title=55230]] || 8 - 2262 cm3 || 16 || [[Stanislav Czaikovski]] - [[Ernest Friderich]] || retired (broken oil pipe) || -
|-
| 1932 || Type 37 || [[http://www.bugattiregister.com/wiki/index.php?title=T37_Unknown-Sebilleau/Delaroche]] || 4 - 1496 cm3 || 23 || [[Jean Sébilleau]] - [[George Delaroche]] || '''6e 2327,030 km = 96,959 km/h''' || '''2e 1100 / 1500'''
|-
| 1932 || Type 40 || ? || 4 - 1496 cm3 || 24 || [[Charles Druck]] - [[Lucien Virlouvet]] || accident || -
|-
| 1933 || Type 50S || [[http://www.bugattiregister.com/wiki/index.php?title=50177]] || 8 - 4972 cm3 + C || 3 || [[Pierre Brussienne]] - [[Marie Deprez]] || retired (radiator) || -
|-
| 1933 || Type 51A || [[http://www.bugattiregister.com/wiki/index.php?title=51152]] || 8 - 1493 cm3 + C || 23 || [[Stanislav Czaikovski]] - [[Jean Gaupillat]] || retired (electric circuit) || -
|-
| 1934 || Type 50S || [[http://www.bugattiregister.com/wiki/index.php?title=50177]] || 8 - 4972 cm3 + C || 2 || [[Roger Labric]] - [[Pierre Veyron]] || retired (gearbox) || -
|-
| 1934 || Type 44 || [[http://www.bugattiregister.com/wiki/index.php?title=44197]] || 8 - 2992 cm3 || 4 || [[Norbert Jean Mahé]] - [[Jean Desvignes]] || '''9th 2584,622 km = 107,692 km/h''' || '''1st 2000 / 3000'''
|-
| 1934 || Type 55 || [[http://www.bugattiregister.com/wiki/index.php?title=55208]] || 8 - 2262 cm3 + C || 14 || [[Charles Brunet]] - [[Freddie Zehender]] || retired (following accident) || -
|-
| 1934 || Type 55 || ? || 8 - 2262 cm3 + C || 15 || [[Max Fourny]] - [[Louis Decaroli]] || retired (after receiving help from outside) || -
|-
| 1934 || Type 37 "special" || ? || 4 - RUBY 1351 || 29 || [[Auguste Bodoignet]] - [[Fernand Vallon]] || retired ? || -
|-
| 1935 || Type 50S || ? || 8 - 4972 cm3 + C || 2 || Roger Labric - Pierre Veyron || retired (rear axle) || -
|-
| 1935 || Type 50S || [[http://www.bugattiregister.com/wiki/index.php?title=50143]] || 8 - 4972 cm3 + C || 3 || Richer-Delavau - Jacques de Valence de Minardiere || crashed in practice || -
|-
| 1935 || Type 57 || [[http://www.bugattiregister.com/wiki/index.php?title=57289]] || 8 - 3257 cm3 || 6 || Bernard Souza Dantas - Roger Teillac || retired (gearbox) || -
|-
| 1935 || Type 44 || [[http://www.bugattiregister.com/wiki/index.php?title=44834]] || 8 - 2992 cm3 || 4 || René Kippeurt - Edmont Neubout || retired (broken oil pipe) || -
|-
| 1935 || Type 55 || [[http://www.bugattibuilder.com/wiki/index.php?title=T55_unknown-16_Le_Mans_1935]] || 8 - 2262 cm3 + C || 16 || Bernard Chaudé - Max Fourny || retired (Allemagne) ?? || -
|-
| 1935 || Type 55 || [[http://www.bugattiregister.com/wiki/index.php?title=55226]] || 8 - 2262 cm3 + C || 18 || Viscomte Pierre Merlin - Comte Georges d'Arnoux || retired (fuel supply) || -
|-
| 1935 || Type 35 ? || ? || 8 - 1991 cm3 || 20 || Paul Vallee - Albert Blondeaux || retired (engine) || -
|-
| 1935 || Type 51A || [[http://www.bugattiregister.com/wiki/index.php?title=51157]] || 8 - 1493 cm3 + C || 26 || Louis Villeneuve - André Vagniez|| '''14th 2632,656 km = 109,694 km/h''' || '''8th - 1100 / 1500'''
|-
| 1937 || Type 57G || [[http://www.bugattiregister.com/wiki/index.php?title=57456]] || 8 - 3266 cm3 || 1 || [[Roger Labric]] - [[Pierre Veyron]] || retired (fuel tank leak)|| -
|-
| 1937 || Type 57G || [[http://www.bugattiregister.com/wiki/index.php?title=57455]] || 8 - 3266 cm3 || 2 || [[Jean-Pierre Wimille]] - [[Robert Benoist]] || '''1st 3287,938 km = 136,997 km/h''' || '''1st 3000 / 5000 + 1st indexed performance'''
|-
| 1937 || Type 57S || [[http://www.bugattiregister.com/wiki/index.php?title=57522]] || 8 - 3257 cm3 || 18 || Raymond d'Edrez de Saugé - Genaro Léoz Abad || retired (gearbox) || -
|-
| 1937 || Type 44 || [[http://www.bugattiregister.com/wiki/index.php?title=44834]] || 8 - 2992 cm3 || 20 || René Kippeurt - René Poullain || fatal accident (Kippeurt) || -
|-
| 1939 || Type 57C || ? || 8 - 3266 cm3 || 1 || [[Jean-Pierre Wimille]] - [[Pierre Veyron]] || '''1st 3354,760 km = 139,781 km/h''' || '''1st 3000 / 5000'''
|-
|}

1939

2009-05-10T14:18:10Z

Herman: Bugatti 1939 moved to 1939

August 11, 1939 - Jean Bugatti dies while testing the Le Mans Bugatti type 57C

Bugatti 1939

2009-05-10T14:18:10Z

Herman: Bugatti 1939 moved to 1939

#REDIRECT [[1939]]

16/4 Veyron

2009-05-10T14:10:13Z

Herman:

Top Gear Bugatti Veyron top speed test. The 1001hp, 253Mph (407km/h) Veyron is being tested by Top Gear's James May at Volkswagen's maximum security test track in Germany.
http://www.tuninglinx.com/videos/top-gear-videos/001-top-gear-bugatti-veyron.wmv
----
Top Gear Bugatti Veyron video Part 1 - Supercar Bugatti Veyron vs plane. Jeremy races with James & Richard's flying washing machine (!), from Alba/Italy to a restaurant on top of the NatWest Tower in London. Who's gonna win?
http://www.tuninglinx.com/videos/top-gear-videos/008-top-gear-bugatti-veyron.part1.wmv
----
Top Gear Bugatti Veyron video Part 2 - The fastest, most powerful and most expensive road car the world has ever seen.
http://www.tuninglinx.com/videos/top-gear-videos/009-top-gear-bugatti-veyron.part2.wmv
----

Bugatti Wiki:Sources for Bugatti parts

2009-05-10T13:46:01Z

Herman:

Jean Barton,pieces Bugatti achete et vends jeanbarton@rocketmail.com
----
[[Nostalgic Reflections]] makes radiator scripts, etched parts, glass parts and many more for the classic car restoration industry.

[[Brineton Engineering]] for cranckshafts, roller bearings, conrods, and all other running gear.

[[Ivon Dutton]] for small items to complete restaurations

Niniette

2009-03-17T10:36:30Z

Herman:

HISTORY OF THE CELLI SHIPYARD

'''Historic events'''

Up to 1941 Marco Celli’s business “Celli shipyards” managed the shipyards on the island of St. Elena. From that year on, “Celli shipyards” public limited company took over Marco Celli’s business and Celli became its sole administrator. The goal of the society was to manage construction and reparation shipyards as well as acquiring and selling new and used ships.

Such activity continued until a natural disaster devastated the area of St. Elena. A tornado hit the island on September 11 1970 causing enormous damage, and in particular it destroyed the industrial hangars and the equipment of the Celli shipyards. After this event, shipyard activity was interrupted and the buildings, now reduced to debris, were completely knocked down to protect public safety.

'''Collaboration with Ettore Bugatti'''

The fame of the Celli shipyard workers’ technical capacity was such that in 1931 duke Armand de Gramont, a good friend of Ettore Bugatti, convinced his brother-in-law prince Carlo Maurizio Ruspoli to adopt the motors of the Alsatian house on his racer. In September ’31, these debuted in the Venice international races with a hull constructed in the Venetian shipyards of the Celli brothers. The motor boat – called Niniette, from the nickname of Ettore’s second daughter, Lidia –was recalled because of breakdown due to incomplete machine precision adjustment, but it already demonstrated being very competitive. So much so that, still in Venice, in November of the same year, and still driven by Ruspoli, it won – with 101.8 km/h - the world speed record of the 6 litre racer class.

Motor type 50 with 4.9cm3, eight in-line cylinders, DOHC (double overhead camshaft) activated by two pinions, Roots-Bugatti volumetric compressor, it boasts 200HP at 4000 rotations.

The hull, which offers completely original characteristics, has 5 redans, direct transmission and front rudder. The Niniette series evolved until 1934, the year that Ruspoli set the record of 86.9km/h for six litre racers, with the Niniette IV.

powered by a Type 50 Bugatti engine driven at speed in 1933 by Prince Maurizio Ruspoli, seen wearing a life jacket and no race helmet; signed by the driver in black pen to the lower part of the Photograph in flamboyant style To Rene Dreyfus, Ruspoli France 16 May 1933. powered by a Type 50 Bugatti engine driven at speed in 1933 by Prince Maurizio Ruspoli, seen wearing a life jacket and no race helmet; signed by the driver in black pen to the lower part of the Photograph in flamboyant style To Rene Dreyfus, Ruspoli France 16 May 1933. 61/4 x 83/4in ( 16 x 22cm) PROVENANCE Rene Dreyfus collection at his restaurant "Le Chanteclair". LITERATURE H.G. Conway; Bugatti "Le Pur-Sang des automobiles" pp392 Philippe Dejean; "Carlo-Rembrandt-Ettore-Jean Bugatti" pp298 Hugh Conway; "Bugatti Magnum" pp 498-499.

T23 unknown-Brescia Lavocat & Marsaud

2009-02-21T20:04:55Z

Herman: T23 unknown-Brescia Lavocat & Marsaud moved to 1709: chassis number found

#REDIRECT [[1709]]

Talk:T44 unknown-7028

2009-02-11T11:28:54Z

Herman: Reverted edits by JUSTICIER (Talk); changed back to last version by Bugatti69

Type 44 or Type 40 ?

- #27 at 24 Hours, Spa-Francochamps. 7 July 1928. D'Everard-Berthelemy or 24 Hours, Spa-Francochamps 1930 Evrard et Van Stappen, 2nd ?

Nostalgic Reflections

2009-02-10T19:05:04Z

Herman:

Attached [[http://www.bugattibuilder.com/photo/thumbnails.php?album=2174]] are 12 rather poor group pictures of some of the Foreign Car Parts that I have made. This is only a sample as I have been making these kind of parts for the last 37 years. I also make Radiator Scripts as well. I can make almost anything you are looking for.
If you want me to photograph each part separately, I can do that. Please advise,
Jerry Turner nosref@peoplepc.com
Nostalgic Reflections www.NostalgicReflections.com
P.O. Box 350
Veradale, Washington 99037 USA
509-226-3522 shop/museum

http://www.bugattibuilder.com/photo/albums/userpics/10003/2174/normal_Foreign_Parts_2.JPG

http://www.bugattibuilder.com/photo/albums/userpics/10003/2174/normal_Foreign_Parts_11.JPG

Bugatti truck by Hennie van den Oever

2009-01-30T07:48:34Z

Herman:

Value approx 200-250 euro

Bugatti truck scale models

2009-01-30T07:48:25Z

Herman:

[[Bugatti truck by Hennie van den Oever]]

Achille Varzi

2009-01-21T18:05:35Z

Herman:

'''Achille Varzi''' ([[August 8]], [[1904]] – [[July 1]], [[1948]]), was an Italian [[Grand Prix motor racing|Grand Prix]] driver.
[[Image:Piloti Alfa Romeo e Italo Balbo.JPG|right|250px|thumb|Alfa Romeo team drivers, Achille Varzi (4th from left)]]
==Career==
Born in [[Galliate]], [[province of Novara]] ([[Piedmont]]), Achille Varzi was the son of a prosperous textile manufacturer. As a young man, he was a successful [[motorcycle]] racer of a [[Garelli Motorcycles|Garelli]] before switching to auto racing in 1928 where, for the next ten years he would rival the great [[Tazio Nuvolari]].

Varzi's first race car was a Type 35 [[Bugatti]] but he shortly changed to driving an [[Alfa Romeo in motorsport|Alfa Romeo]], a brand with which he would score a great many victories during the 1929 Italian racing season. In 1930 Varzi acquired a vehicle from the relatively new [[Maserati]] company. He drove it as well as an Alfa Romeo earning his country's racing championship, a feat he would repeat in 1934. One of his big victories came at the prestigious [[Targa Florio]] where he upset the favored [[Louis Chiron]]. Following his win at the 1933 [[Tripoli Grand Prix]], Varzi was at the forefront of allegations that the race had been fixed.

Varzi won 6 Grand Prix in 1934 driving the [[Alfa Romeo P3]], at Alessandria, Tripoli, Targa Florio, Penya Rhin at Barcelona, Coppa Ciano and Nice.

With Alfa Romeo he had worked under the management of [[Enzo Ferrari]], but Varzi decided to join the [[Auto Union]] team, racing for them between 1935 and 1937. A lover of the good life, Varzi began having serious personal problems, including an addiction to [[morphine]] and a difficult affair with Ilse Engel/Hubach/Pietsch/Feininger, the wife of a fellow driver [[Paul Pietsch]]. Quickly overshadowed by team-mate [[Bernd Rosemeyer]], his trips to the winners circle dropped to only four, but he did win his third Tripoli Grand Prix in his third different vehicle. By 1938 he had dropped out of sight and the advent of [[World War II]] ended racing in Europe. During the war, Varzi overcame his drug addiction and settled down with his new wife, Norma Colombo. At the end of the War, Varzi made a remarkable comeback at the age of 42. In 1947, he won three minor Grand Prix races and traveled to [[Argentina]] to race in the [[Buenos Aires Grand Prix]]. However, during practise runs for the 1948 [[Swiss Grand Prix]] a light rain fell on the [[Circuit Bremgarten|Bremgarten]] track. His car skidded on the wet surface, flipping over and crushing him to death. Varzi's death resulted in the [[Fédération Internationale de l'Automobile|FIA]] mandating the wearing of crash helmets for racing, which had been optional previously.<ref name="clipper">{{cite book |first=Philip W|last=Plumb|title=The Clipper Book of Motor Racing Facts|publisher=Clipper Press |location=London |isbn=0851080081 |page=42}}</ref>

Buried in his hometown, Achille Varzi is still a racing icon in his native Italy. His relative and namesake, Achille C. Varzi, is Professor of Philosophy at Columbia University. In 1991, author [[Giorgio Terruzzi]] told his story in a book titled ''[[Una curva cieca - Vita di Achille Varzi]]''. During his career, Achille Varzi competed in 139 races, winning 33. Some of his major victories include:

*[[Avusrennen]] 1933
*[[Coppa Acerbo]] 1930, 1935
*[[Coppa Ciano]] 1929, 1934
*[[French Grand Prix]] 1931
*[[Grand Prix de Monza]] 1929, 1930
*[[Grand Prix de Nice]] 1934
*[[Gran Premio del Valentino]] 1946
*[[Mille Miglia]] 1934
*[[Monaco Grand Prix]] 1933
*[[Penya Rhin Grand Prix]] 1934
*[[Targa Florio]] 1930, 1934
*[[San Remo Grand Prix]] 1937
*[[Spanish Grand Prix]] 1930
*[[Tripoli Grand Prix]] 1933, 1934, 1936
*[[Tunis Grand Prix]], 1931, 1932
*[[Turin Grand Prix]] 1946

==Complete European Championship results==
([[:Template:EC driver results legend|key]]) (Races in '''bold''' indicate pole position)
{| class="wikitable" style="text-align:center; font-size:95%"
! Year
! Entrant
! Make
! 1
! 2
! 3
! 4
! 5
! EDC
! Points
|-
| [[1931 Grand Prix season|1931]]
! [[Bugatti|Usines Bugatti]]
! [[Bugatti]]
| bgcolor="#efcfff"| [[1931 Italian Grand Prix|ITA]] Ret
| bgcolor="#ffffbf"| [[1931 French Grand Prix|FRA]] 1
| bgcolor="#cfcfff"| [[1931 Belgian Grand Prix|BEL]] Ret
|
|
! 4=
! 12
|-
| [[1932 Grand Prix season|1932]]
! [[Ettore Bugatti]]
! [[Bugatti]]
| bgcolor="#efcfff"| [[1932 Italian Grand Prix|ITA]] Ret
| bgcolor="#ffcfcf"| [[1932 French Grand Prix|FRA]] Ret
| [[1932 German Grand Prix|GER]] 
|
|
! 16=
! 21
|-
| [[1935 Grand Prix season|1935]]
! [[Auto Union]]
! [[Auto Union]]
| [[1935 Belgian Grand Prix|BEL]] 
| bgcolor="#dfffdf"| [[1935 German Grand Prix|GER]] 8
| bgcolor="#dfffdf"| '''[[1935 Swiss Grand Prix|SUI]]''' 4
| bgcolor="#ffcfcf"| [[1935 Italian Grand Prix|ITA]] Ret
| bgcolor="#dfffdf"| [[1935 Spanish Grand Prix|ESP]] Ret
! 8
! 27
|-
| [[1936 Grand Prix season|1936]]
! [[Auto Union]]
! [[Auto Union]]
| bgcolor="#dfdfdf"| [[1936 Monaco Grand Prix|MON]] 2
| [[1936 German Grand Prix|GER]] 
| bgcolor="#dfdfdf"| [[1936 Swiss Grand Prix|SUI]] 2
| bgcolor="#ffcfcf"| [[1936 Italian Grand Prix|ITA]] Ret
|
! 4
! 19
|-
| [[1937 Grand Prix season|1937]]
! [[Auto Union]]
! [[Auto Union]]
| [[1937 Belgian Grand Prix|BEL]] 
| [[1937 German Grand Prix|GER]] 
| [[1937 Monaco Grand Prix|MON]] 
| [[1937 Swiss Grand Prix|SUI]] 
| bgcolor="#dfffdf"| [[1937 Italian Grand Prix|ITA]] 6
! 20=
! 36
|}

==References==
{{reflist}}

==External links==
* [http://www.achillevarzi.org/default.php Achille Varzi: The Official Website] (Italian)

{{DEFAULTSORT:Varzi, Achille}}
[[Category:1904 births]]
[[Category:1948 deaths]]
[[Category:People from the Province of Novara]]
[[Category:Italian racecar drivers]]
[[Category:Racecar drivers killed while racing]]
[[Category:Bugatti]]
[[Category:Grand Prix drivers]]
[[Category:Italian motorcycle racers]]
[[Category:Isle of Man TT Riders]]
[[Category:Mille Miglia drivers]]
[[Category:Monaco Grand Prix winners]]
[[Category:Motorcycle racers who have driven F1 cars]]
[[Category:Sport deaths in Switzerland]]

Count Caberto Conelli

2009-01-21T18:04:09Z

Herman:

'''Carlo Alberto Conelli''', count '''de Prosperi''', best known as '''Caberto Conelli''' ([[August 28]], [[1889]] – [[August 25]], [[1974]]) was an [[Italy|italian]] racecar driver.

Born in [[Belgirate]], [[Piedmont]], he drove for [[Bugatti]] and his racing career start in [[1920 Grand Prix season|1920]] and finished in [[1931 Grand Prix season|1931]].

He won the [[1931 Belgian Grand Prix]] with [[William Grover-Williams]].

He died at 84 years old.

{{DEFAULTSORT:Conelli, Caberto}}
[[Category:1889 births]]
[[Category:1974 deaths]]
[[Category:Italian racecar drivers]]
[[Category:24 Hours of Le Mans drivers]]
[[Category:Grand Prix drivers]]
[[Category:People from the Province of Verbano-Cusio-Ossola]]

[[sl:Caberto Conelli]]

Albert Divo

2009-01-21T18:00:52Z

Herman:

[[Image:Delage-at-Montlhery,.jpg|right|frame|1928 painting of Albert Divo taking on the banking at Montlhery in a Delage torpedo]]

'''Albert Divo''' (1895-1966) was a [[Grand Prix motor racing]] driver. He was born in [[Paris]], [[France]]. In 1922, Divo competed in the International Tourist Trophy endurance race on the [[Isle of Man]]. He scored his first major victory driving for [[Sunbeam]] at the 1923 [[Sitges Grand Prix]] at the [[Sitges Terramar]] circuit about 40 km outside [[Barcelona]].

Driving for [[Delage]], in 1924 he finished second behind [[Giuseppe Campari]] in the [[European Grand Prix]] at [[Lyon]]. The following year he won two major Grand Prix events for Delage. In July he captured the [[French Grand Prix]] at the [[Autodrome de Montlhéry]] after his car went out of the race and he took over from teammate [[Robert Benoist]]. In September he shared victory with teammate [[André Morel]] at the [[Spanish Grand Prix]] at [[Circuito Lasarte]]. In 1927 he finished third in the [[British Grand Prix]] at [[Brooklands]]. The next year, he drove a [[Bugatti Type 35]] to victories in the 1928 and 1929 [[Targa Florio]].

Albert Divo was a founding member of the [[Club International des Anciens Pilotes de Grand Prix F1]] in 1962 in [[Villars-sur-Ollon]], [[Switzerland]]. He died in 1966 and was buried in the [[Morsang-sur-Orge]] cemetery in the department of the [[Essonne]] near Paris.

== Major race wins ==
*1923 - [[Sitges Grand Prix]] ([[Sunbeam]])
*1925 - [[Spanish Grand Prix]], [[French Grand Prix]] ([[Delage]])
*1926 - GP du Salon ([[Talbot]])
*1927 - [[French Automobile Club|ACF Libre]] ([[Talbot]])
*1928 - [[Targa Florio]]
*1929 - Targa Florio

==Complete European Championship results==
([[:Template:EC driver results legend|key]]) (Races in '''bold''' indicate pole position)
{| class="wikitable" style="text-align:center; font-size:95%"
! Year
! Entrant
! Make
! 1
! 2
! 3
! EDC
! Points
|-
| [[1931 Grand Prix season|1931]]
! [[Bugatti|Usines Bugatti]]
! [[Bugatti]]
| bgcolor="#ffdf9f"| [[1931 Italian Grand Prix|ITA]] 3
| bgcolor="#dfffdf"| [[1931 French Grand Prix|FRA]] 7
| bgcolor="#cfcfff"| '''[[1931 Belgian Grand Prix|BEL]]''' Ret
! 4=
! 12
|-
| [[1932 Grand Prix season|1932]]
! [[Ettore Bugatti]]
! [[Bugatti]]
| bgcolor="#dfffdf"| [[1932 Italian Grand Prix|ITA]] 6
| bgcolor="#cfcfff"| [[1932 French Grand Prix|FRA]] Ret
| [[1932 German Grand Prix|GER]] 
! 5=
! 17
|}

{{DEFAULTSORT:Divo, Albert}}
[[Category:French racecar drivers]]
[[Category:Grand Prix drivers]]
[[Category:1895 births]]
[[Category:1966 deaths]]

[[ca:Albert Divo]]
[[de:Albert Eugène Diwo]]
[[sl:Albert Divo]]

Louis Chiron

2009-01-21T17:59:18Z

Herman:

{{Former F1 driver|
Name = Louis Chiron |
Image = Louis Chiron.jpg |
image-size = 130px |
Nationality = {{flagicon|Monaco}} [[Monaco|Monegasque]] |
Years = {{F1|1950}} - {{F1|1951}}, {{F1|1953}}, {{F1|1955}} - {{F1|1956}}, {{F1|1958}} |
Team(s) = [[Maserati]] [[Ecurie Rosier]] ''Private'' [[Lancia in Formula One|Lancia]] [[Scuderia Centro Sud]] |
Races = 19 (15 starts) | Championships = 0 |
Wins = 0 |
Podiums = 1 |
Points = 4 |
Poles = 0 |
Fastest laps = 0 |
First race = [[1950 British Grand Prix]] |
First win = |
Last win = |
Last race = [[1958 Monaco Grand Prix]] |
}}
{{Le Mans drivers
|Years = {{24hLM|1928}} – {{24hLM|1929}}, {{24hLM|1931}} – {{24hLM|1933}}, {{24hLM|1937}} – {{24hLM|1938}}, {{24hLM|1951}}, {{24hLM|1953}}
|Teams = ''Private'' ''C.T. Weymann'' [[Bugatti|Equipe Bugatti]] ''Guy Bouriat'' ''Capt. G.E.T. Eyston'' ''[[Luigi Chinetti]]'' Ecurie Bleue [[Lancia|Scuderia Lancia]]
|Best Finish = dnf ({{24hLM|1928}}, {{24hLM|1929}}, {{24hLM|1931}}, {{24hLM|1932}}, {{24hLM|1933}}, {{24hLM|1937}}, {{24hLM|1938}}, {{24hLM|1951}}, {{24hLM|1953}})
|Class Wins = 0
}}

'''Louis Alexandre Chiron''' (born [[3 August]] [[1899]] in [[Monte Carlo]], [[Monaco]] – died there on [[22 June]] [[1979]]) was a champion of [[Grand Prix motor racing]].

As a teenager, Louis Chiron fell in love with cars and racing. He learned to drive at a young age and joined the Grand Prix circuit after [[World War I]] where he had been requisitioned from the artillery section to serve as a chauffeur. Competing in France, in 1926 he won his first local race, taking the Grand Prix de Comminges at [[Saint-Gaudens]] near the city of [[Toulouse]]. From there, Chiron went on to drive a [[Bugatti]] and an [[Alfa Romeo P3]] to important wins in the Marseille Grand Prix, the Circuit of Masaryk, and the Spanish Grand Prix. In addition, he teamed up with champion marathon driver [[Luigi Chinetti]] to win the 1933 [[Spa 24 hours]] endurance race in [[Belgium]]. He also drove a [[Delage]] to 7th place in the [[1929 Indiananapolis 500|1929]] [[Indianapolis 500]]. He won the [[1931 Monaco Grand Prix]], and as of 2008 he is the only Monaco-born driver to have done so.

[[Image:Rome-Grand-Prix,-1928.jpg|left|frame|Louis Chiron, in the blue Bugatti, duels with Italian Gastone Brilli-Peri in the 1928 Rome Grand Prix]]

Louis Chiron's career came to an end with his retirement in 1938 and auto racing itself a year later with the outbreak of [[World War II]]. When racing resumed after the War, Chiron made a comeback and drove a [[Talbot-Lago]] to victory in two French Grand Prix races. In 1949, the first [[Monte Carlo Rally]] after [[World War II]] took place and a large celebration party was given in [[Monaco]]. In what is now regarded as one of the black moments of Chiron's life, at the party, in front of numerous race organizers, race drivers, and celebrities, Chiron denounced the female driver [[Hellé Nice]] by declaring that she had been an agent of the [[Gestapo]] during the war. (This has an ironic cast, in that the lure of a superior car led Chiron to lend his skill to the [[Mercedes-Benz]] team, which the [[Nazism|Nazis]] were using as an object of propaganda for their philosophy of racial superiority, at a time when his Jewish colleague and rival [[René Dreyfus]] could not). His unsubstantiated allegation destroyed Nice's life and she would be shunned by all, dying in abject poverty.

By the time the new [[Formula 1]] circuit was organized for the 1950 racing season, age was beginning to catch up with him but he still won the 1954 [[Monte Carlo Rally]] paired with Swiss racedriver [[Ciro Basadonna]]. In F1 racing, Chiron did manage a podium finish in his fifteen races and in 1955, in front of a hometown Monte Carlo crowd, a few weeks before his 56th birthday he became the oldest driver to compete in a Formula 1 race. To the applause of [[Rainier III, Prince of Monaco|Prince Rainier]] and his many fans he guided his [[Lancia in Formula One|Lancia]] [[Lancia D50|D50]] to a sixth place finish in the [[1955 Monaco Grand Prix]].

After a remarkable 35 years in racing, on his retirement Chiron still remained active as an executive with the organization running the Monaco Grand Prix who honored him with a statue erected along the Grand Prix racecourse and named one of the track's curves for him. Louis Chiron held the most podiums in Bugatti cars, and the 21st Century Bugatti company remembered him with the [[Bugatti 18/3 Chiron]] named in his honor.

Louis Chiron is also known for being the oldest driver who has ever taken part in a Formula One Grand Prix. In his last F1 race, the [[1958 Monaco Grand Prix]], he was 58 years old.

'''Major career victories:'''
*[[Belgian Grand Prix]] : 1930
*[[Czechoslovakian Grand Prix]] : 1931, 1932, 1933
*[[French Grand Prix]] : 1931, 1934, 1937, 1947, 1949 (Reims)
*[[German Grand Prix]] : 1929
*[[Italian Grand Prix]] : 1928
*[[Spanish Grand Prix]] : 1928, 1929, 1933
*[[Grand Prix du Comminges]] : 1947
*[[Grand Prix de Marseilles]] : 1933
*[[Grand Prix de Nice]] : 1932
*[[Spa 24 hours]] : 1933
*[[Rome Royal Grand Prix]] : 1928
*[[Marne Grand Prix]] : 1928

{{-}}
==Complete European Championship results==
([[:Template:EC driver results legend|key]]) (Races in '''bold''' indicate pole position)
{| class="wikitable" style="text-align:center; font-size:95%"
! Year
! Entrant
! Make
! 1
! 2
! 3
! 4
! 5
! EDC
! Points
|-
| [[1931 Grand Prix season|1931]]
! [[Bugatti|Usines Bugatti]]
! [[Bugatti]]
| bgcolor="#efcfff"| [[1931 Italian Grand Prix|ITA]] Ret
| bgcolor="#ffffbf"| [[1931 French Grand Prix|FRA]] 1
| bgcolor="#cfcfff"| [[1931 Belgian Grand Prix|BEL]] Ret
|
|
! 4=
! 12
|-
| [[1932 Grand Prix season|1932]]
! [[Ettore Bugatti]]
! [[Bugatti]]
| bgcolor="#efcfff"| [[1932 Italian Grand Prix|ITA]] Ret
| bgcolor="#dfffdf"| [[1932 French Grand Prix|FRA]] 4
| bgcolor="#ffcfcf"| [[1932 German Grand Prix|GER]] Ret
|
|
! 5=
! 17
|-
| [[1935 Grand Prix season|1935]]
! [[Scuderia Ferrari]]
! [[Alfa Romeo in motorsport|Alfa Romeo]]
| bgcolor="#ffdf9f"| [[1935 Belgian Grand Prix|BEL]] 3
| bgcolor="#ffcfcf"| [[1935 German Grand Prix|GER]] Ret
| bgcolor="#ffcfcf"| [[1935 Swiss Grand Prix|SUI]] Ret
| [[1935 Italian Grand Prix|ITA]] 
| bgcolor="#dfffdf"| [[1935 Spanish Grand Prix|ESP]] Ret
! 9=
! 29
|-
| [[1936 Grand Prix season|1936]]
! [[Daimler-Benz|Daimler-Benz AG]]
! [[Mercedes-Benz]]
| bgcolor="#ffcfcf"| '''[[1936 Monaco Grand Prix|MON]]''' Ret
| bgcolor="#cfcfff"| [[1936 German Grand Prix|GER]] Ret
| [[1936 Swiss Grand Prix|SUI]] 
| [[1936 Italian Grand Prix|ITA]] 
|
! 18=
! 28
|}

==Complete World Championship Formula One results==
([[:Template:F1 driver results legend 2|key]]) (Races in '''bold''' indicate pole position)
{| class="wikitable" style="text-align:center; font-size:95%"
! Year
! Entrant
! Chassis
! Engine
! 1
! 2
! 3
! 4
! 5
! 6
! 7
! 8
! 9
! 10
! 11
! WDC
! Pts.
|-
| {{F1|1950}}
! [[Maserati|Officine Alfieri Maserati]]
! [[Maserati]] [[Maserati 4CLT/48|4CLT/48]]
! [[Maserati]] [[straight-4|L4]][[supercharger|C]]
|bgcolor="#EFCFFF"| [[1950 British Grand Prix|GBR]] Ret
|bgcolor="#FFDF9F"| [[1950 Monaco Grand Prix|MON]] 3
| [[1950 Indianapolis 500|500]]
|bgcolor="#CFCFFF"| [[1950 Swiss Grand Prix|SUI]] 9
| [[1950 Belgian Grand Prix|BEL]]
|bgcolor="#EFCFFF"| [[1950 French Grand Prix|FRA]] Ret
|bgcolor="#EFCFFF"| [[1950 Italian Grand Prix|ITA]] Ret
|
|
|
|
! 10th
! 4
|-
|rowspan="2"| {{F1|1951}}
! [[Enrico Platé]]
! [[Maserati]] [[Maserati 4CLT/48|4CLT/48]]
! [[Maserati]] [[straight-4|L4]][[supercharger|C]]
|bgcolor="#CFCFFF"| [[1951 Swiss Grand Prix|SUI]] 7
| [[1951 Indianapolis 500|500]]
|
|
|
|
|
|
|
|
|
!rowspan="2"| NC
!rowspan="2"| 0
|-
! [[Ecurie Rosier]]
! [[Talbot-Lago]] [[Talbot-Lago T26C|T26C]]
! [[Talbot]] [[straight-6|L6]]
|
|
|bgcolor="#EFCFFF"| [[1951 Belgian Grand Prix|BEL]] Ret
|bgcolor="#CFCFFF"| [[1951 French Grand Prix|FRA]] 6
|bgcolor="#EFCFFF"| [[1951 British Grand Prix|GBR]] Ret
|bgcolor="#EFCFFF"| [[1951 German Grand Prix|GER]] Ret
|bgcolor="#EFCFFF"| [[1951 Italian Grand Prix|ITA]] Ret
|bgcolor="#EFCFFF"| [[1951 Spanish Grand Prix|ESP]] Ret
|
|
|
|-
| {{F1|1953}}
! Louis Chiron
! [[O.S.C.A.|OSCA]] [[OSCA 20|20]]
! [[O.S.C.A.|OSCA]] [[straight-6|L6]]
| [[1953 Argentine Grand Prix|ARG]]
| [[1953 Indianapolis 500|500]]
| [[1953 Dutch Grand Prix|NED]]
| [[1953 Belgian Grand Prix|BEL]]
|bgcolor="#CFCFFF"| [[1953 French Grand Prix|FRA]] 15
|bgcolor="#FFFFFF"| [[1953 British Grand Prix|GBR]] DNS
| [[1953 German Grand Prix|GER]]
|bgcolor="#FFFFFF"| [[1953 Swiss Grand Prix|SUI]] DNS
|bgcolor="#CFCFFF"| [[1953 Italian Grand Prix|ITA]] 10
|
|
! NC
! 0
|-
| {{F1|1955}}
! [[Lancia in Formula One|Scuderia Lancia]]
! [[Lancia in Formula One|Lancia]] [[Lancia D50|D50]]
! [[Lancia in Formula One|Lancia]] [[V8 engine|V8]]
| [[1955 Argentine Grand Prix|ARG]]
|bgcolor="#CFCFFF"| [[1955 Monaco Grand Prix|MON]] 6
| [[1955 Indianapolis 500|500]]
| [[1955 Belgian Grand Prix|BEL]]
| [[1955 Dutch Grand Prix|NED]]
| [[1955 British Grand Prix|GBR]]
| [[1955 Italian Grand Prix|ITA]]
|
|
|
|
! NC
! 0
|-
| {{F1|1956}}
! [[Scuderia Centro Sud]]
! [[Maserati]] [[Maserati 250F|250F]]
! [[Maserati]] [[straight-6|L6]]
| [[1956 Argentine Grand Prix|ARG]]
|bgcolor="#FFFFFF"| [[1956 Monaco Grand Prix|MON]] DNS
| [[1956 Indianapolis 500|500]]
| [[1956 Belgian Grand Prix|BEL]]
| [[1956 French Grand Prix|FRA]]
| [[1956 British Grand Prix|GBR]]
| [[1956 German Grand Prix|GER]]
| [[1956 Italian Grand Prix|ITA]]
|
|
|
! NC
! 0
|-
| {{F1|1958}}
! [[André Testut]]
! [[Maserati]] [[Maserati 250F|250F]]
! [[Maserati]] [[straight-6|L6]]
| [[1958 Argentine Grand Prix|ARG]]
|bgcolor="#FFCFCF"| [[1958 Monaco Grand Prix|MON]] DNQ
| [[1958 Dutch Grand Prix|NED]]
| [[1958 Indianapolis 500|500]]
| [[1958 Belgian Grand Prix|BEL]]
| [[1958 French Grand Prix|FRA]]
| [[1958 British Grand Prix|GBR]]
| [[1958 German Grand Prix|GER]]
| [[1958 Portuguese Grand Prix|POR]]
| [[1958 Italian Grand Prix|ITA]]
| [[1958 Moroccan Grand Prix|MOR]]
! NC
! 0
|}

== Rally wins ==
Monte Carlo Rally - 1954

== Legacy ==
Louis Chiron was so popular in [[Czechoslovakia]] whose Grand Prix he won three consecutive times that even after 75 years his name still lives in a popular saying "He drives likes Chiron", used mainly when referring to speeding motorists or generally to people who drive very fast.

==External links==
*[http://www.ddavid.com/formula1/chiron.htm Grand Prix History], Louis Chiron
*[http://www.carsandracingstuff.com/library/c/chironlouis.php Louis Chiron at The Crittenden Automotive Library]

Robert Benoist

2009-01-21T17:55:25Z

Herman:

'''Robert Marcel Charles Benoist''', (March 20, 1895 – September 9, 1944) was a [[France|French]] [[Grand Prix motor racing]] driver and war hero.

==Early life==
Born near [[Rambouillet]], [[Île-de-France (région)|Île-de-France]], [[France]], Robert Benoist was the son of [[Rothschild family|Baron Henri de Rothschild]]'s gamekeeper. As a young man, Benoist served during [[World War I]] in the French infantry, then as a fighter pilot in the new ''Armée de l'Air'' and ultimately as a flying instructor.

==Grand Prix Driver==
Looking for excitement in the post-war world, Benoist joined the ''de Marçay'' car company as a test driver. He then moved on to [[Salmson]] and was very successful in cyclecar races before being signed to drive for [[Delage]] in 1924. The next year, teamed with [[Albert Divo]], he won the [[French Grand Prix]] in the race that claimed the life of [[Italy|Italian]] racing star [[Antonio Ascari]].

In 1927, driving a Delage 15-S-8, he won the [[French Grand Prix|French]], [[Spanish Grand Prix|Spanish]], [[Italian Grand Prix|Italian]] and [[British Grand Prix]] races, earning the season championship title for the French manufacturer. He is the only driver ever to win these major Grand Prix races in the same year and his accomplishment earned him the [[Légion d'honneur|Legion of Honor]] from the French government.

When the Delage company dropped out of racing, Robert Benoist was without a job and was appointed manager of the Banville Garage in Paris. He did occasional races for the [[Bugatti]] team, finishing second in the 1928 [[San Sebastián]] Grand Prix in [[Spain]]. The following year he teamed up with [[Attilio Marinoni]] to win the [[Spa 24 Hours]] race in [[Belgium]], driving an [[Alfa Romeo in motorsport|Alfa Romeo]]. At the end of the season he retired until 1934, when he made a comeback with the [[Bugatti]] team. He was soon made head of the competition department and masterminded the company's Le Mans programme. In 1937 he partnered with [[Jean-Pierre Wimille]] to win the [[24 hours of Le Mans]]<ref>{{cite web
| url= http://www.grandprix.com/ft/ftjs016.html
| title= ''Jean-Pierre Wimille''
| publisher= Grandprix.com
| accessdate=2007-03-17}}</ref> endurance race. Following that victory, Benoist retired permanently, but continued to run Bugatti's racing department until called up into the French Air Force.

==World War II==
In addition to [[Jean-Pierre Wimille]], Robert Benoist became good friends with another Grand Prix driver, [[William Grover-Williams]].<ref>{{cite web
|url=http://www.forix.com/8w/rb-w-jpw.html
|title=''A different danger - three champions at war''
|publisher=''8W''
|author=Richard Armstrong
|accessdate=2007-03-18}}</ref> When [[World War II]] broke out and France was occupied, these three race drivers all escaped to [[England]] where they joined the [[Special Operations Executive]] as secret agents<ref name="soe">{{cite web
| url= http://www.nationalarchives.gov.uk/releases/2003/may22/soe.htm
| title= ''Special Operations Executive (SOE) files''
| publisher= The National Archives UK
| accessdate=2007-03-17}}</ref> to return to France to assist the [[French Resistance]]. Parachuted into France, Benoist helped organize sabotage cells and with [[William Grover-Williams]] moved weapons from air-drops in the [[Rambouillet]] forest to his home at Auffargis for storage and distribution.

In June 1943, the "Prosper" network in [[Paris]] collapsed as a result of an informant and its leaders, [[Francis Suttill]] and [[Andrée Borrel]], were arrested by the [[Gestapo]]. In August, Benoist's home was raided by the Gestapo and Grover-Williams was captured and executed at the [[Sachsenhausen concentration camp]].

===Capture and escape===
Three days later, Robert Benoist was apprehended in Paris. While being driven to Gestapo headquarters, Benoist leaped from the moving vehicle and escaped,<ref name="soe"/> eventually being smuggled back to [[England]] via the [[Underground resistance|underground]].

===New missions===
Benoist would later return to France on a second mission, lasting from October 1943 to February 1944, after which he returned to [[London]] for a short time before going back to France in March to work in the [[Nantes]] area with fellow [[Special Operations Executive|SOE]] agent [[Denise Bloch]].

Robert Benoist was arrested on June 18, 1944 and shipped to [[Buchenwald]] [[concentration camp]] where he was executed three months later, on September 11.

==Testimony==
Following [[Germany]]'s surrender, on September 9, 1945 (the date of the first anniversary of his death) the "''Coupe Robert Benoist''" automobile race was held in Paris in his memory.

Captain Robert Benoist is recorded on the [[Brookwood Memorial]] in [[Surrey]], [[England]] and as one of the SOE agents who died for the liberation of France, he is listed on the "Roll of Honor" on the [[Valençay SOE Memorial]] in the town of [[Valençay]], in the [[Indre]] {{lang|fr|departement}} of France.

In his honor, the village of Auffargis named a street after him and it is there in the churchyard cemetery on "Allée Robert Benoist" that fellow pioneer race driver, [[Ferenc Szisz]] is buried.

==Bibliography==
*''Au volant: Cours pratique de conduite automobile'', Bernard-Précy, Robert Benoist, Paris, Ed. Tallandier 1933
* Foot, MRD: ''SOE in France'' (HMSO, London 1966)
* Ryan Robert: ''Early One Morning'' , Headline 2002 ISBN 074726872X
* Pernod Alain: ''Grand Prix de France, un si�cle en histoires'' , ed. ETAI, 2006, ISBN 2-7268-8657-4
* Saward, Joe: "The Grand Prix Saboteurs", Morienval Press, London, 2006, ISBN 978-0-9554868-0-7

==References==
{{reflist}}
{{-}}
{{start box}}
{{s-sports}}
{{succession box|title=[[List of 24 Hours of Le Mans winners|Winner of the 24 Hours of Le Mans]] |before= [[John Stuart Hindmarsh|Johnny Hindmarsh]] [[Luis Fontés]]|after= [[Eugène Chaboud]] [[Jean Trémoulet]]|years= {{24hLM|1937}} with: [[Jean-Pierre Wimille]]}}
{{end box}}

{{24 Hours of Le Mans winners}}

Jean-Pierre Wimille

2009-01-21T17:53:24Z

Herman:

Jean-Pierre Wimille (26 February 1908 – 28 January 1949) was a Grand Prix motor racing driver and a member of the French Resistance during World War II.

Born in Paris, France to a father who loved motor sports and was employed as the motoring correspondent for the Petit Parisien newspaper, Jean-Pierre Wimille developed a fascination with racing cars at a young age. He was 22 years old when he made his Grand Prix debut, driving a Bugatti 37A at the 1930 French Grand Prix in Pau.

Driving a Bugatti T51, in 1932 he won the La Turbie hill climb, the Grand Prix de Lorraine and the Grand Prix d'Oran. In 1934 he was the victor at the Algerian Grand Prix in Algiers driving a Bugatti T59 and in January 1936 he finished second in the South African Grand Prix held at the Prince George Circuit in East London, South Africa then won the French Grand Prix in his home country.

Still in France, that same year he won the Deauville Grand Prix, a race held on the city's streets. Wimille won in his Bugatti T59 in an accident-marred race that killed drivers Raymond Chambost and Marcel Lehoux in separate incidents. Of the 16 cars that started the race, only three managed to finish.

In 1936, Wimille traveled to Long Island, New York to compete in the Vanderbilt Cup where he finished 2nd, behind the winner, Tazio Nuvolari. He also competed in the 24 hours of Le Mans endurance race, winning in 1937 and again in 1939.

When World War II came, following the Nazi occupation Wimille and fellow Grand Prix race drivers Robert Benoist and William Grover-Williams joined the Special Operations Executive, which aided the French Resistance. Of the three, Wimille was the only one to survive.

Jean-Pierre Wimille married Christiane de la Fressange with whom he had a son, François born in 1946. At the end of the War, he became the No. 1 driver for the Alfa Romeo team between 1946 and 1948, winning several Grand Prix races including his second French Grand Prix. Jean-Pierre Wimille died at the wheel of Simca-Gordini during practice runs for the 1949 Buenos Aires Grand Prix.[1] He is buried in the Cimetière de Passy in Paris. There is a large memorial to him at the Porte Dauphine on the edge of the Bois de Boulogne in Paris.

Some of Jean-Pierre Wimille's race victories:

1932:

Grand Prix de Lorraine

Grand Prix d'Oran

1934:

Grand Prix of Algeria - Bugatti T59

1936:

French Grand Prix - Bugatti T57G

Grand Prix de la Marne - Bugatti T57G

Deauville Grand Prix - Bugatti T59

Grand Prix du Comminges - Bugatti T59/57

1937:

Grand Prix de Pau - Bugatti T57G (The Tank)

Grand Prix de Böne - Bugatti T57

24 hours of Le Mans - Bugatti T57G driving with [[Robert Benoist]]

Grand Prix de la Marne - Bugatti T57

1939:

Coupe de Paris

Grand Prix du Centenaire Luxembourg - Bugatti T57S45

24 hours of Le Mans - Bugatti T57C driving with Pierre Veyron

Post War - 1945:

Coupe des Prisonniers - Bugatti sprint car

1946:

Coupe de la Résistance - Alfa Romeo 308

Grand Prix du Roussillon - Alfa Romeo 308

Grand Prix de Bourgogne - Alfa Romeo 308

Grand Prix des Nations - Geneva (Heat 1) - Alfa Romeo 158

1947:

Swiss Grand Prix - Alfa Romeo 158

Belgian Grand Prix - Alfa Romeo 158

Coupe de Paris

1948:

Grand Prix de Rosario - Simca- Gordini 15

French Grand Prix - Alfa Romeo 158

Italian Grand Prix - Alfa Romeo 158

Autodrome Grand Prix - Alfa Romeo 158/47

Bibliography

Paris, Jean-Michel and Mearns, William D: "Jean-Pierre Wimille: à bientôt la revanche", Editions Drivers, Toulouse, 2002, ISBN 2-9516357-5-3

Saward, Joe: "The Grand Prix Saboteurs", Morienval Press, London, 2006, ISBN 978-0-9554868-0-7

Pierre Veyron

2009-01-21T17:50:25Z

Herman:

Pierre Veyron (1 October 1903 – 1970) was a Grand Prix motor racing driver active from 1933 through until 1953. He is best remembered for his 1939 win at the [[24 Heurs du Mans]], driving a [[Bugatti Type 57]] with [[Jean-Pierre Wimille]]. Today, Bugatti Automobiles SAS' revival of the marque uses Veyron's name on its first car, the [[Bugatti Veyron]].

Bugatti Type 102

2009-01-20T20:40:47Z

Herman:

Basicly half the engine of the type 101, but front covers seem different.

One engine is in posession of the Hucke family.

File:Aurelio Lampredi e Gioachino Colombo.jpg

2008-12-24T16:10:19Z

Herman:

Colombo

2008-12-24T16:09:47Z

Herman:

[[Image:Aurelio Lampredi e Gioachino Colombo.jpg|250px|right|thumb|Aurelio Lampredi and Gioacchino Colombo.]]
'''Gioacchino Colombo'''<ref>Spelled alternately as «Gioachino»</ref> (1903 - 1987) was an Italian automobile engine designer.

Colombo was born in Legnano. He began work as an apprentice to Vittorio Jano at Alfa Romeo. In 1937, Colombo designed the 158 engine for the Alfa Romeo 158/159 Alfetta and caught the attention of Enzo Ferrari. After World War II, Ferrari asked Colombo to design a small V12 for use in the new Ferrari marque's racing and road cars.

Colombo's great work for Ferrari was a tiny 1.5 L V12, first used in the Ferrari 166 sports cars. This engine, known in Ferrari circles as the "Colombo engine", was produced for road cars and endurance racing cars for more than 15 years in displacements up to 3.3 L. These included the famed 3.0 L Ferrari 250 racing, sports, and GT cars.

Colombo's engine was not as successful in Formula One racing. After stunning early success in the 166, the engine was supercharged for use in Formula 1 but failed to perform well. Ferrari hedged his bets, as he often did, by bringing on competing designer Aurelio Lampredi to create a large naturally-aspirated V12, which replaced Colombo's. Later, Colombo's former mentor, Vittorio Jano, came to Ferrari and displaced the work of both men.

Colombo left Ferrari in 1950 and returned to Alfa Romeo. Here, he oversaw the company's racing efforts, including the success that year of Nino Farina and, in 1951, Juan-Manuel Fangio.

In 1953, Colombo turned to Maserati and created the Maserati 250F Grand Prix car. Two years later, Colombo headed to newly-restarted Bugatti to work on the [[Bugatti Type 251]]. He then worked for MV Agusta in 1957-1970.

Colombo died in Milan in 1987.

Seymour - The Bugatti Queen

2008-12-16T18:13:00Z

Herman:

A Broad Grin and a Handstand
E.S. Turner
The Bugatti Queen: In Search of a Motor-Racing Legend by Miranda Seymour
The Paris-Madrid road race of 1903 was a wonderfully disgraceful affair. Three hundred cars set out, conferring death and dismemberment along the dust-choked roads south. Six of the drivers were killed outright and nearly twice as many gravely injured. The hospitals were stuffed with mangled sightseers. By the time the surviving drivers reached Bordeaux the race was called off, and in Madrid the garlanded welcome arches were quietly dismantled. One of the drivers taking part was Ettore Bugatti, the young Italian car designer, heir to a factory estate in Alsace. Among the spectators, probably, was three-year-old Hélène Delangle, destined to become one of his crack drivers. She would have been among the villagers of Aunay-sous-Auneau who thronged to see Louis Renault descending a nearby hill at 140 kph.

City-to-city road racing was now over. However, the dawn of motoring was still one of those dawns in which it was bliss to be alive. That same decade ushered in the Gabriel horn: ‘Everywhere you are greeted by the clear sweet note of the finest motor horn in the world.’ Or there was the Autoclear, ‘the horn with the three-mile note, yet mellow and inoffensive in tone’. What better way of alerting the sleepy cattle drover three miles ahead? The dust clouds raised by cars were still asphyxiating, but macadam was slowly bringing relief. Controlling a car became simpler, no longer a question (as a pioneer motorist complained) of doing two things with the left hand, four things with the right, and sometimes all of these things at once. But with improved design was rekindled the passion for speed; road racing might be illegal but the solo ‘speed merchants’ were getting away with it. That early Lanchester which ‘sang like a six-inch shell across the Sussex Downs’ contained (in the back seat) Rudyard Kipling, a bit of a road-hog who had the nerve to proclaim that the car had at last brought a major blood sport to Britain. His fellow poet and road-hog, John Masefield, also exulted as he traversed the Downs at furious speed, his Overland emitting ‘soul-animating strains’ (doubtless from a Gabriel horn). And the man who wrote to the motoring press urging drivers not to stop after an accident if they had a lady on board was Bernard Shaw.

Speed worship began to infect hard-headed urban councils, as one town after another (and not just in Britain) began holding Grand Prix round-the-houses races, or even round-the-houses-and-into-the-trees races. And what sort of landowner would refuse to play host to a concours d’élégance at which owners of magnificent chariots – Lagondas, Delages, Rolls-Royces – could admire each other’s turnout? And truly magnificent some of these thoroughbreds were; Roland Barthes thought cars ‘almost the exact equivalent of the great Gothic cathedrals, the supreme creation of an era’ (which might have been better said of the splendid ocean liners of the day). In the highest class came the Bugatti Royale, a car for rajahs and emperors (though the last Habsburg emperor went into exile in a Gräf und Stift, the Austrian Rolls, the same model in which the Archduke Ferdinand was assassinated at Sarajevo). But the Bugatti that made the name of Hélène Delangle, by then calling herself Hellé Nice, was the sports model, a lean, rakish and most elegant racer which made a noise often compared to that of tearing calico, or a mainsail splitting in a gale. That was only one reason why young men coveted it.

Hélène Delangle, a postmaster’s daughter, was a sprightly blue-eyed blonde who left the stifling environment of Aunay for a more exciting life in Paris. She had an ear-to-ear gamine grin and a good figure, and photographed well. It was inevitable that she should take to the stage and she appeared in ballet, revue, circuses and striptease, as well as giving private performances. A fetching photograph shows her, naked, holding aloft a fluttering dove, though it is not clear whether she was one of those dove dancers who summoned up a trained flock to take protective stations. Money flowed in. Fast women attracted fast cars, and vice versa; Hellé mingled, easily and promiscuously, with the rich, well-born motor-racing set. In 1927 she was at the Montlhéry race track, that glorified ‘Wall of Death’ near Paris, where Henri de Courcelles, a war-time fighter pilot of high distinction, was the first of her lovers to be killed at the wheel. A ski accident two years later ended her dancing career, but at once she switched to racing. There had been plenty of mettlesome, even feminine-looking women drivers before Hellé began making headlines. In The Bugatti Queen Miranda Seymour informs us that Violette Morris, an athlete and racing driver, had her heavy breasts removed because they interfered with her driving a Donnet.

In 1929 Hellé, driving an Omega-Six, won the Grand Prix Féminin at Montlhéry, becoming ‘the fastest woman in the world’ by lapping the steep-sided bowl at 198 kph. Her preparation for the race had been less than ideal: ‘A green-eyed boy, a friend of one of the costume makers at the casino, had stayed the night. A mixture of morphine, champagne and sex had left her wanting to crawl into a coal hole when she woke up.’ The morphine sounds ominous, but it was presumably to alleviate the ski injury. In an instant she found herself famous. No hangover could prevent ‘the charming Casino de Paris dancer’ from milking the victor’s applause to the limit, with time off to prick the blisters raised on her hands by the hot hammering of the steering wheel. Her prowess in the Omega brought an invitation from Ettore Bugatti to join his dwindling stable of women drivers. She was summoned to the Bugatti estate at Molsheim, ‘which all French Bugatti drivers looked on as their Camelot’, but significantly was not invited to stay under the family roof or even to dine there, being put up in the firm’s hostellerie, ‘Le Pur Sang’ (the Bugatti slogan). Ettore probably knew an adventuress when he saw one. He had a son, Jean, whom he expected to inherit the business and who had already been caught up in her circle.

Hellé Nice was not tied exclusively to Bugatti. In 1930 she undertook an extraordinary barnstorming tour of America’s dirt-tracks, velodromes, wooden bowls and other killing grounds. Mainly she drove America’s approximation to the Bugatti, a Miller, sometimes a Duesenberg, playing up to the crowd brilliantly and relishing her motorcycle escorts. The fans knew her as Hellish Nice. In homage to a driver whose car had dived over the edge of one of these tracks, she drove up to the spot, ripped off her scarf and tossed it down like a wreath. This went down well with the crowd, but it was an insane feat. An errant scarf had already strangled Isadora Duncan in her Amilcar on the Promenade des Anglais at Nice.

Then it was back to driving for Bugatti, or Alfa Romeo, or any other firm that showed interest in a driver ready to do handstands on the bonnets of its victorious cars. For her own conveyance she bought an opulent Hispano-Suiza, hideously expensive to run. But money flowed in. She endorsed Lucky Strike cigarettes and Esso; and if the cash flow faltered she was never short of rich friends. ‘The list of lovers,’ Seymour writes, ‘aristocratic and otherwise, who became involved with Hellé Nice during the 1930s is almost as long as the list of races in which she took part.’ The index divides them into ‘lovers’ and ‘brief affairs/ close friends’. In the former category, besides Henri de Courcelles, are Count Bruno d’Harcourt, killed racing at Casablanca, and Philippe Rothschild, the vineyard owner; in the latter are Jean Bugatti, killed in one of his own cars, a Spanish count and a Romanian prince.

In 1936 – a black year for Hellé Nice and motor racing in general – she was co-driver in the Monte Carlo Rally, starting from Tallinn with ‘a headlong rush along the glassy roads of Estonia, black ice all the way . . . the women drove as if possessed.’ Summer found her in Brazil, taking the wheel of an Alfa Romeo Monza in the ill-organised São Paolo Grand Prix. Rounding a corner at 150 kph she was faced with a bale on the track and a policeman trying to remove it: ‘A body flew up cartwheeling through a cloud of dust. The car jerked, spun and flung another body up, high over the screaming crowd, before it smashed into the jostling line of spectators . . . They went down like reeds to a scythe.’ Hellé was laid out with the dead but recovered after three days in a coma. Acquitted of responsibility for the disaster, she received generous compensation. ‘I killed a poor man with my head, and his death saved my life. I broke his skull,’ she said. That same year eight spectators were killed by a swerving Riley in the Irish Tourist Trophy Race. Another casualty was a descendant of Charles II, the young Duke of Grafton, burned to death in his Bugatti at the Limerick Grand Prix.

The São Paolo crash did not quench Hellé’s racing ambitions. She was much impressed by the powerful cars – Mercedes and Auto-Union – coming out of Nazi Germany and tried to get taken on as a works driver for Adler. One of her new ‘brief affairs’ was with a womanising SS officer who looked like Bertie Wooster: a bad move. What she did in France during the German occupation is a mystery, as Seymour is the first to admit. ‘I have never been in any trouble, civil or military,’ Hellé protested after the war. ‘Her collaboration,’ Seymour suggests, ‘if she was guilty of it, might only have taken the pragmatic form of being on good terms with the occupiers.’ She no longer had the Hispano-Suiza, unlike Sacha Guitry, who hung on to his throughout the war, and much good it did him. Ettore Bugatti hid his Bugatti Royale in his castle at Ermenonville. Hellé’s funds were running out, but in 1943 she left Paris with her most durable lover to settle into a newly built villa of ‘some considerable splendour’ at Nice. Could it have been an expropriated Jewish home? How close was she to that Nazi Wooster and his ilk? Seymour voices the obvious suspicions, but is reluctant to press them.

It was left to a fellow Bugatti driver, and a dashingly famous one, to destroy her reputation. In 1949 the Monegasque Louis Chiron spied her at a ball in Monte Carlo where that year’s Rally drivers were being fêted. In a loud voice he denounced her as a Gestapo agent: ‘Votre place n’est pas ici, vous.’ Hellé was too shocked to react: this was not one of those situations that could be met with a broad grin and a handstand. It was hardly worth suing him in the Monaco courts, since he was a hero in the principality and had powerful influence there, and French law did not apply. If he ever withdrew his charge he seems not to have done so publicly. Hellé did not retire immediately from racing, but her story now was one of betrayal, impoverishment and obscurity.

Seymour makes clear at the outset that much of the background to her story, in the absence of hard facts, is speculative. She was lucky enough, or persevering enough, to locate caches of Hellé’s photographs and cuttings, and to get access to letters, but the book is a ‘quest’ rather than a biography. In New Jersey she was able to sit in the car in which Hellé beat the world record in 1929. ‘I didn’t expect the Bugatti to be so pretty; I hadn’t, until I drove one, fast, understood the exquisite, adrenalin-filled rush it would bring, a feeling of exhilaration, of excited, dangerous joy. Few experiences could match the intense happiness of racing in a car like this.’ Where, and in whose car, she experienced this epiphany does not emerge.

So what was Hellé Nice really like – an overgrown tomboy or a femme fatale? As a jolly sports girl she would have given John Betjeman a few – perhaps welcome – surprises. If it is hard to see her as a bit of a Mata Hari – and one would rather not – it is even harder to believe that she was a keen stamp collector, holding on to her albums to the end. In Britain she was never a household name. A visit to Brooklands in 1921 had taught her that women drivers were not wanted there. No doubt she could have handled one of those big green Bentleys with aplomb (Ettore Bugatti said the Bentley was ‘the fastest lorry in the world’). But, household name or not, Hellé Nice makes an ideal gamy centrepiece for Seymour’s spirited evocation of the sporting 1930s, a raffish and blood-boltered scene perhaps, but at least a change from seeing the decade automatically and unglamorously linked with Auden, Isherwood and Spender. Motor racing held all too many of us in its grip. I was sufficiently hooked to look in at the 24-hour race at Le Mans and the rather seedier, spectator-unfriendly event on the Newtonards circuit in Northern Ireland. Both visits were disillusioning. Brooklands boasted ‘The Right Crowd and No Crowding’, but many a race meeting was more like the one featured in Vile Bodies, where the wrong crowd overrun the hotels of a greedy and banner-infested town, its buildings barricaded as if against an enemy. What of the dashing drivers? ‘There were Speed Kings of all nationalities, unimposing men mostly with small moustaches and apprehensive eyes; they were reading the forecasts in the morning papers and eating what might (and in some cases did) prove to be their last meal on earth.’ I should have liked to hear Waugh on the Monte Carlo Rally competitors, whom occasionally I saw checking into their luxury hotels. The newspapers hailed as heroes these exhibitionists who (like Hellé and her partner in Estonia) drove ‘as if possessed’ over ice, black or white, ‘running out of road’ all over Europe, sometimes crashing on top of each other, even ditching within a mile of starting; and all this while local tradesmen in their vans negotiated wintry roads without spreading mayhem. The organisers always protested that this was a rally, not a race. Perhaps the organisers of the Paris-Madrid race should have billed it as a rally.

How would Hellé Nice and the Bugatti crowd have relished the motor-racing scene today? Though they were used to speeding under and through mazes of advertising, they did not cover every centimetre of their persons and their cars with brand-names. Also their cars looked like cars and not smoothing irons. It is odd that today’s strange vehicles should bear a close resemblance to those seen by a scornful poet at London’s Rotten Row a couple of generations earlier:

Cars flat as fish and fleet as birds,
Low-bodied and high-speeded,
Go on their belly like the Snake
And eat the dust as he did.

Flat as fish? Could G.K. Chesterton unknowingly have been enjoying a vision of the future?

E.S. Turner wrote his first article for the Dundee Courier in 1927. He contributed to Punch for 53 years, and wrote more than eighty pieces for the London Review. His last social history was Unholy Pursuits: The Wayward Parsons of Grub Street. He died on 6 July 2006, at the age of 96.

Engine turning

2008-11-22T13:04:37Z

Herman: Reverted edits by Bugatti69 (Talk); changed back to last version by Herman

Odd Knowledge: How to Engine Turn

Variously called Engine Turning, Jeweling, Damascening, Krayling, Guilloche (if enameled), Snailing, a decorative pattern of overlapping swirls on metal that are variously thought to reduce glare, or hold oil on surfaces, but in truth are just beautiful to look at because they catch the light and reflect moving wedges as the item or the viewer moves. Likely to be found on rifle bolts and vintage automobile dashes. If overdone, will be denigrated as gaudy, but eye-candy in small amounts.

These instructions are for end brushes used in a drill press, not for cratex rods or abrasive pads like scotchbrite. Brushes have a distinct advantage on the sharp edges of metal projects; abrasive pads will shred. Brushes also have an advantage on curved surfaces, remaining in contact with your project more than, say, a flat disc of sandpaper or the fabled “dowel in a drill press.” Nothing uglier than incomplete contact resulting in a partial swirl pattern.

1. Make sure the surface is clean, polished and shiny before you begin. Jeweling a rusty, corroded, pock-marked, or uneven surface doesn’t work, leaves distinctive “eyes” and magnifies any area not throughly scratched by the swirl pattern. In general, don’t rely on jeweling to hide much; its ability to cover irregularities on the surface of your project are overrated. Go to the extra work of sanding or polishing the piece bright before beginning. Random patterns work best (like sanding with a random orbital sander), or straight (like stoning or sanding in one direction) but don’t use a file or coarse sanding paper that can leave large scratches, which will show through your swirl pattern and ruin it.

2. Use the right end brush. From my experience, you want a wire end brush made of carbon steel or stainless steel (aluminum projects require stainless steel brushes, as carbon will embed and rust), although these brushes can be somewhat aggressive for brass or copper projects. Get straight bristles if you can (but most are crimped). I haven’t had good luck with brass brushes or nylon brushes, which tend to “polish” the surface or leave noticeable eyes in the center, but they may be appropriate for some softer materials. Choose a brush with fine bristles; you can find them with bristles of .006”. Coarse bristles (such as .013”) can gall the center, or the “eye,” of the swirl and actually dig ugly potholes into your project. Most end brushes are meant to remove material quickly, which means that most end brushes are ineligible for engine turning. The right brush makes all the difference in the quality of outcome. Run the brush at a moderately high speed on the drill press.

3. Use a slurry of cutting oil and abrasive (120 grit silicon carbide powder is common) on your project. The slurry of abrasive and oil is necessary, even for nylon brushes that have abrasives built in. Don’t try to get along without the slurry or a dull “polished” pattern will likely result. What makes the pattern beautiful is the sharply etched but shallow swirls that catch the light. The oil helps keep the brush bristles sharp.

4. “Bridle” or bind your brush with shrink tubing (or O-rings or tape or whatever) before starting; without this you get an inconsistent spread of the brush. I wrap crimped wire brushes with a little masking tape to get the bristles under control, and then go over that with shrink tubing which pulls the bristles in tight. For example, an unbridled 3/16” brush gave me circles from 7.8-8.6mm in diameter. Bridled with 3 layers of shrink tube, it gave 8.0-8.1mm diameter circles. More sophisticated options exist, such as the engine turning brush holder sold by Brownell’s.

5. Chrome plated items – you can jewel them, but the scratches may get down to the copper level beneath the chrome, giving the product a pink look. You may want to experiement with a softer brush (such as nylon or brass) and a fine abrasive if you want to try it, but test your setup on something chrome you don’t care about, and wait a couple days for the exposed copper to darken. My best-looking projects have been solid metal (steel, iron, aluminum, brass) with no coating or plating.

6. Test your step-and-repeat distance. A compound slide works best. I don’t have one (yet), so I use either my 4” cross slide vise, or a small stationary vise attached to a block of wood that I scoot on top of a laminated paper grid pattern (this requires careful alignment before each swirl and is thus slow, but effective—see the plane below that was jeweled in this primitive fashion). Attractive jeweling overlaps the previous swirl such that the “eye” from the previous swirl is seen, but not so much that there is a gap of unscratched space between swirls. If your brush is giving you trouble with “eyes,” you can shorten the distance between swirls so that the edge of a subsequent swirl goes through the eye of the previous. That gives you a more “crowded” look to the jeweling, and is slower, but it is a fix for a brush that isn’t cutting in the center.

7. Beware of flash rusting on your iron or steel project. You may need to coat the freshly jeweled surface immediately after cleaning with a protective finish, such as clear spray lacquer. You might try using alcohol rather than water to remove the slurry on pieces that will flash rust, and then spray or brush on a coat of clear protective finish right away.

Brush Impressions:

--- 3/16” Brushes

Brownell’s 080558003, 3/16” (4.8mm) Engine Turning Brush. One of the few non-crimped brushes available. Gives approx 7mm swirl diameter after bridling and break-in, which works well on a 5mm grid (the result is well proportioned and shows the eye of the previous). Bristle is .005” (.13 mm) wire steel. It’s on the small side, but the best brush so far. Gives wonderful results. Superior performance.

--- 1/4” Brushes

MSC 00079830, 1/4” Stainless Steel Miniature Crimped End Brush. Bristle is .005” (.11 mm) stainless steel wire. Gives 8mm (?) swirl. Unknown performance.

--- 5/16” Brushes

MSC 00079848, 5/16” Stainless Steel Miniature Crimped End Brush. Bristle is .005” (.11 mm) stainless steel wire. Gives 8mm (?) swirl. Unknown performance.

MSC 05013610, 5/16” Miniature Crimpled End Brush. This looks like a very good brush. Mildly crimped but not bushy, with a thick midsection. Unknown performance.

--- 1/2” Brushes

MSC 00126409, 1/2” Brass Bridled End Brush, gives 16mm diameter swirl. Bristle is thin brass .005” (.11 mm) wire. Too soft for steel, leaves a polishing effect without scratches. Poor performance.

MSC 00126912, 1/2” Nylon Abrasive 320 Grit End Brush. Gives 16.5 swirl diameter. Leaves a distinct “eye” in the middle of the pattern. This brush leaves a softer pattern (even with abrasive added), a less distinct circumference, but a distinctive eye. The brush itself does not appear to scratch. Mediocre performance.

MSC 00462648, aka Weiler EBA-20. 1/2” Crimped Wire End Brush with .006 wire. Very bushy with a large flare, possibly difficult to bridle. Unknown performance.

MSC 00357012, aka Anderson 06901. 1/2” Crimped Wire End Brush with .006 wire, not quite as bushy as the otherwise similar Weiler. Unknown performance.

--- 5/8” Brushes

MSC 88934773, 5/8” “Nuline” brass coated steel end brush, gives a 19.5 swirl diameter and is way too aggressive in the center. Heavy .32 mm bristle (.0129” wire diameter). It makes deep pits for eyes and will ruin the surface. Failing performance.

--- 3/4” Brushes

MSC 03019924, 3/4” Nylon 120 Grit End Brush. X performance.

Bristle Conversions:

.0129” = .32 mm (heavy/coarse; too coarse)

.0100” = .25 mm

.0060” = .15 mm

.0050” = .13 mm (Brownell’s brush)

Resources:

http://www.cs.ucr.edu/~eamonn/et/et.htm

http://www272.pair.com/stevewag/jb/jb.html

http://www.midwayusa.com/rewriteaproduct/802575

http://www1.mscdirect.com/cgi/nnsrhm

http://www.brownells.com/aspx/NS/store/ProductDetail.aspx?p=608&title=ENGINE+TURNING+BRUSHES

Proper metal finishes

2008-11-22T13:04:23Z

Herman: Reverted edits by Bugatti69 (Talk); changed back to last version by Herman

[[Engine turning]]

[[Hand scraping]]

Bugatti Type 73C

2008-11-05T18:37:19Z

Herman:

Engine: four cylinder, in-line, 70mm bore by 95mm stroke, Miller-type barrel crank-case, alloy cylinder block with wet liners, detachable alloy cylinder head, twin camshafts operating four valves per cylinder, Bugatti supercharger, 1460cc, power output unknown but probably about 100bhp; Transmission: Bugatti multi-plate clutch, separate all synchromesh four speed and reverse gearbox similar to the pre-war Type 57S45 unit; Chassis: ladder frame similar to Type 59, wheelbase 2.4 meters, track 1.2 meters; Suspension: front axle beam suspended on semi-elliptic springs and damped by lever-arm friction shock-absorbers and constrained by a torque arm; wheels: 18 inch diameter wire spoked; Brakes: 350mm diameter alloy drums operated by twin cylinder hydraulics.

Ettore Bugatti had founded his reputation as a manufacturer of high quality performance automobiles with his earliest four cylinder models before WWI. He introduced his first eight cylinder cars in 1922, and within ten years his entire range was of this configuration. However, whilst attending the Bugatti Owners' Club's International Prescott meeting in July 1939 Ettore's talented son Jean had intimated that a new four cylinder racing car was planned for the following season. Tragically this was destined not to materialize because within the next two weeks Jean was killed in a testing accident, and some three weeks later Europe was once again plunged into war.

Bugatti, assisted by his designers Noel Domboy and Antoine Pichetto, spent the war years planning future models, one a 1,500cc car to be produced in a wide variety of forms ranging from a five-seater sedan to a single-seater racing car. By 1944 his plans for production were well advanced and he detailed his intentions in a letter dated February 1945 to Eric Giles, the Secretary of the B.O.C. The car was to have a supercharged 1500cc 16-valve engine, with a single overhead camshaft for the road cars but twin camshafts for the racing model.

Further details were released once the war had ended. In a letter dated 27 September 1945 to Laurence Pomeroy, the editor of The Motor, Monsieur R.A. Bouchard of the Bugatti Company in Paris advised that the racing chassis was to be of ultra-low build, being derived from that of the pre-war 4.7 liter Type 59/50 B racing car, whilst its engine was to feature all-alloy construction with detachable wet cylinder liners, a detachable head (a first for Bugatti) and a five-bearing crankshaft. Transmission was to be by a four speed all synchromesh gearbox, and the car's total weight was not to exceed 600kg.

No more than twenty examples were to be built in the old La Licorne factory in the Paris suburb of Levallois at a price of 500,000 French francs each. Five were to be delivered in April 1946, with five more during each of the next three months. Already fifteen French racing drivers had each lodged deposits of 25,000 francs, and English readers of The Motor were invited to order the remaining five planned. Inevitably this ambitious timetable floundered against the troubled post-war economic background when materials required for motor car construction were all in extremely short supply, and several orders were cancelled.

Eventually a batch of five complete sets of parts for the racing model was produced, whilst an artist's impression of a planned aerodynamic sports saloon appeared in several Continental motor magazines and at least two of their chassis were produced. However Ettore Bugatti died in August 1947 before a single example of either type had been fully assembled. The 1947 Paris Motor Show was held at the Grand Palais in early October and Bugatti displayed on their stand an engineless example of their Type 73 sports chassis together with a standard single-cam Type 73 and a racing twin-cam Type 73C engine. One hopeful racing car buyer, Serge Pozzoli, who had placed his order at the Paris Motor Show, recalled later that he had visited the Works and seen several chassis, and one complete racing car with a running engine. However, without Ettore's impetus the whole project slowly ground to a halt, the unfinished cars were dismantled, all their parts were stored at Molsheim and deposits were returned to the would-be owners.

Whilst the Type 73C Bugatti was in truth no more than an undeveloped factory prototype which fortune dictated was never to show its true potential, or even indeed ever to have the opportunity of competing in period motor racing, it does have one claim to fame which it will retain for all time. It was the very last racing car designed by perhaps the greatest and certainly the most successful racing car designer of all time - Ettore Bugatti.

----
The first drawing of the Type 73B engine is april 1948, so after Ettore died the factory carried on development.
----
T73 and T73c have completely different chassis, gearboxes, steeringboxes, front axle, back axle and body .The only true common part is the motor.
----
Database on:

[[Bugatti Type 73 chassis numbers]]

Bugatti Liberation Front

2008-10-17T06:45:04Z

Herman:

The Front was founded on the 1st January 2008.

Its aims are:

To encourage museums and private owners to either use their cars or allow them to be maintained and used by responsible enthusiasts.

To encourage owners who will never uses their cars again to sell them to new owners who will use them for the purpose they were built.

== Their first two projects are: ==

To arrange financial support to the Schlumpf collection, to allow the Wimille type 59/50B
to be returned to running condition and entered for Prescott to commemorate Wimille's participation there seventy years ago.

To find the owner of a Grand Prix Bugatti who is prepared to lend it to one of our lady members who has shown great promise with a "Brescia" and wishes to compete in the "Williams Trophy" with a competitive car.

Best wishes - thanks for a great web-site with brilliant pictures.

"Junek".

Talk:T22 unknown-Torpedo 1913

2008-08-29T12:37:05Z

Herman:

= 587

Elisabeth Junek

2008-07-08T17:47:57Z

Herman:

Eliška Junková (November 16, 1900–January 5, 1994), born as Alžběta Pospíšilová and also known as Elizabeth Junek, is regarded as one of the greatest female drivers in Grand Prix motor racing history.

The sixth of eight children born to a blacksmith in Olomouc,Moravia, then under the Austro Hungarian Empire, she was nicknamed "smisek" at an early age for her ever-present smile. Following the end of WW 1 , she found work in the Olomouc Bank thanks to her multilingual skills, honed through her desire to travel the world. It was here that she met Vincenc "Cenek" Junek, an ambitious young banker who shared her fascination with speed, and who would eventually become her husband.

Work took her first toBrno, then Prague, then abroad to France and Gibraltar, although bureaucracy prevented her travelling as far asNorth America , London or Ceylon . as had been her original intention. She returned to Paris to be reunited with her love, who by this time had become wealthy enough to indulge his automotive passions.

Eliska later recalled "If he is going to be the love of my life, then I better learn to love these damned engines." But she too soon fell for the charms of sports cars of the time, especially BUGATTI s !! They returned to Prague in 1922, where she took clandestine driving lessons to obtain her license. Meanwhile, Cenek had started racing in earnest. He won the Zbraslav-Jiloviste hillclimb in 1922, the year they finally married.

They purchased a Mercedes that same year, and then a Bugatti Type 30 which had previously been raced in the French Grand Prix. Initially she served as riding mechanic to her husband, but a hand injury incurred during the war affected his ability to shift gears, and this afforded her the opportunity to take the wheel in his place. Eliska's first professional race was in 1923, at Cenek's side. The following year she raced by herself and at Lachotin-Tremosna won in the category of touring cars, becoming a national celebrity overnight. She then placed first at Zbraslav-Jiloviste in 1925, and the Juneks bought a second Bugatti to celebrate. By 1926, Eliska Junkova was good enough to compete in races throughout Europe against the best male drivers of the age. As she gained fame throughout Europe, garnering the nickname "Queen of the steering wheel" in the racing press of the day, Eliška was anglicized to Elizabeth.

In 1926, she was runner up in the Klaussenpass in Switzerland, and then competed in the Targa Florio in Sicily, a race where stamina was as necessary as speed due to the demands of the rough and often muddy course. But Eliska was a gifted technical driver, and she is often credited for being one of the first drivers to walk round a course before an event, noting landmarks and checking out the best line through the corners. Exploiting her diligent preparation, she was running in fourth place before she crashed out, garnering great respect from her contemporaries. Shortly thereafter, she won the two-liter sports car class at Nuremberg , Germany , making her the only woman in history to have ever won a Grand Prix race.

With her sights firmly set on winning the 1928 Targa Florio, she acquired a new Bugatti Type35B to enable her to be on an equal footing with the top male competitors. At the end of the first lap Junek was fourth behind the famous Louis Chiron in his factory sponsored Bugatti, but on the second lap she took the lead. On the final lap she ran into trouble and ended up finishing fifth but still beat 25 other top drivers including the likes of Luigi Fagioli , Rene Dreyfus , Ernesto Maserati , and Tazio Nuvolari.

Back at Nürburgring in July 1928, she shared the driving with her husband at the German Grand Prix. Having just changed places with him, he went off course and was killed instantly. Junek was devastated — she gave up racing and sold her vehicles, and returned to her first passion of travelling. Ettore Bugatti himself gave her a new touring car for her journey to Ceylon, and hired her to seek out new business opportunities in Asia.

Eliska eventually found love again and remarried shortly after the Second World War. But from 1948 to 1964, the Communist authorities, disapproving of the high-flying, bourgeois lifestyle that "Elizabeth Junek" had lived, refused to allow her to travel abroad. Like Hello Nice, her great female counterpart from France, she was largely forgotten by the motor racing world. But she lived well into her nineties, long enough for the iron curtain to fall and for the "queen of the steering wheel" to regain her position in automotive racing history. In 1989, at the age of 91 and against the advice of her doctor, she attended a Bugatti reunion in the United States as the guest of honor.

She died peacefully in Prague , Czech Republic 1994, aged 94.

Crossley

2008-06-29T11:27:11Z

Herman:

"a very, very pleasant little car" - the Crossley Bugatti

As well as their own cars Crossley also produced 25 [[Bugatti type 23|type 23 Brescia Bugattis]] under licence. Crossley Motors owned the London sales operation of Charles Jarrott & Letts Ltd and in 1913 they became the British Empire's sole agency for Bugatti. At the 1921 London Motor it was announced that Crossley would commence manufacture of a British Bugatti. Parts for 25 cars were ordered and 24 were made, the remaining parts being retained for spares. In 1925 the agreement was terminated with no further cars made after the initial batch. Four restored cars and parts of two others survive.

The Crossley Bugatti was manufactured between 1923 and 1925. Only 24 were made although there were plans for at least 500. Chassis numbers range from CM 1601 to 1625.

The cars were assembled from components bought in from Bugatti and it is not certain how much of the car was made in Manchester. It is reported that Gorton cars had Crossley crosses on the axles and a contemporary test reports praises the gear box and back axle as much less noisy than those of the French made cars.

The car was also available as chassis only at £575 for the Touring version or £750 for the Sports. The Sports with Two-Seated "Grand Prix" body cost £840.

The above illustrations all come from a contemporary Crossley brochure but probably represent cars of French manufacture that could be ordered through Charles Jarrott & Letts. It is not certain which bodies were fitted on the cars made at the Gorton factory but at least one four and one three seater were made.

The above prices are as quoted in the Crossley brochure. It is reported that the Manchester built cars sold for considerably less than the Molsheim ones and an article in "The Auto Motor Journal" dated December 6th, 1923 quotes a price of £350 for the chassis and £475 for the complete 3 seater.

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Herman:

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Herman:

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Herman:

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Herman:

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Herman:

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Herman:

Hand scraping

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Herman:

Bugatti Hand Scraping

Chris Leydon

There is an excerpt in the movie "Superman" where the leading character pauses to reflect why he couldn't accomplish one specific deed, given that he had tremendous powers at his command. When Andy Rheault called and asked me to write a follow-up article on hand scraping, I felt similarly: Why not an article on line-boring fifty-seven cam boxes, modified pressure angles on thirty-seven oil pump gears, babbitting forty-nine connecting rods, dynamic balancing U-16 rotating members? Why hand scraping? My shuddering at his request is because this particular subject follows the old transcendental theme: knowledge throug suffering. It is the one activity of the hundreds that I do and teach that is the least likely to be learned by being instructed. The only way to learn this particular art form is by choosing to accept a sore back and calloused hands.
Years ago, Bunny Phillips wrote an article on hand scraping that appeared in Pur Sang (12/2) and was later reprinted in Bugantics. What follows are simply comments addressed to those who might find additional instruction helpful.
The first and often overlooked step in this process is to insure that the arting lines on the castings mate accurately. Bolt the cam-box lids to the cam boxes, just as they would be as assembled onto the engine, and run your finger across the joint. If where the two castings meet is not continuous, draw file with a curved-tooth, milled vixen file of the type shown in the phot until the parting line is smooth to the touch. Do not be tempted to use any other kind of file.

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The second step is to created a fine and even finish on the rest of the castings. You must remove all traces of the original scrape marks as well as other imperfections before new scraping can begin. It's very much like preparing a fine finish on wood. I start with 180 wet/dry paper and work through a succession of finer grades and finish with 600 grit wet/dry. Staring with a 400 or 600 grit will just waste a lot of time and muscle power. I do not use water as my wet medium. Water has the propensity to imbed impurities into the casting and provide an insufficient boudary layer while sanding. I use parts cleaning solvent although kerosene will do fine. I aslo use a sanding block to insure that flat castings remain flat and do not become dished in the sanding effort.

After the parts are cleaned and dried, I lay out the scraping pattern in a grid of intersecting lines placed at 45 degrees to the axis of the casting. Bunny Phillips uses a 3/8" spacing. I find this pattern too tight for the signature of my work; however, when I lay the pattern out for 1/2" spacing, the square formed by the two angled lines is very close to 3/8". From the Types 35, 37, 49, 57, 59 engines I have rebuilt, this pattern follows the original. I use a combination square on which I apply masking tape to top, bottom, and side surface to guard the virgin surface from unwanted distress. Use only wooden pencils. When the tip of the mechanical variety breaks, you will gouge the surface and end up starting all over again. It is important to start your grid at the top of the pieces to be scraped and extend them down to the sides.

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[The above] photo shows the Anderson hand scraper poised at 50 degrees to an original Type 45 cam-box cover. I found through trial and error that the best radius of curvature for scraping a flat surface is 3" which coincidentally appears to be the radius used by at least some apprentices at the factory. Only the rear cam drives on the 57 require a more generous radius for which I keep an additional blade.

There are three additional considerations in the preparation toward the odyssey of hand scraping (after which you may have your own saga with which to grace Pur Sang). Aluminum comes in a variety of alloys, fully annealed to fully heat-treated. Each responds to hand scraping in a different way just as machining different aluminum alloys requires different tool angles, cutter speeds, feeds, etc. Unless you are working with new castings, you will probably be scraping "dead soft" material. Obtain a sample of aluminum (1100-0 or 3003-0) as a practice piece. Don't even think about working on the original until you have developed a rhythm and acceptable finish on a practice piece. Lay out the identical grid pattern as on the original and wet the entire surface with CRC. This is an important step and will factor into your success. As shown below, figuring out how to secure your work while trying to scrape may require some creativity.

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With preparation finished, be forewarned no written article will adequately describe the process. To learn how, you must simply dig in and do it. No pain, no gain. Because I know of no factory photos showing workers applying a scraped finish, I have included photos of how it is done in my shop. Bunny Phillips described his technique from the perspective of a left-handed artisan; my photos are from a right-handed perspective. Notice that the scraping tool is held at about 50 degrees to the work piece and is rotated so that it only makes contact with the work piece on its right front leading edge. I usually make a mark on the tool just inside the edge and align this mark on the right top corner of the square I intend to scrape. As my left hand hits the shank of the tool at about a third the way up from the bottom, it has a tendency to rotate the tool counter clockwise while driving it backwards. This produces a comma-like pattern. The tool rests on the shoulder in anticipation of the "hit." Notice the torn condition of the glove on the left hand. Perhaps "real men" don't use a glove; however, I must use a micrometer for a living.

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This article is written to encourage and guide those enthusiasts who want to give hand scraping a try. No other finish is as distinctive and in the Bugatti idiom as the hand-scraped finish. If you master the art, try your Bridgeport bed ways as an encore. Good luck!

Published in Pur Sang, Spring 1992, Vol. 32, No. 2