Founded by Hugh G. Conway, C.B.E. in 1987 For the advancement of education through the study of works of Ettore Bugatti Contacts: Richard Day Julie Bridcutt David Morys Curator Secretary Photographer Office Hours: Monday – Friday 10.00 a.m. – 4.00 p.m. Address: The Bugatti Trust, Prescott Hill, Gotherington, Cheltenham, Gloucestershire GL52 9RD, UK Tel. +44(0)1242 677201 Fax +44(0)1242 674191 E-mail: [email protected] www.bugatti-trust.co.uk Trustees H. R. G. Conway (Chairman), Angela Hucke, J. G. Marks, A. B. Price, Lord Raglan, G. S. St. John, A. C. Trevelyan, Sir John Venables-Llewelyn Nick Murray’s Type 37A currently on display in the Trust in chassis form. The car was first delivered to the German racing driver Hans Verting of Bremen in February 1928 and took part in the German Grand Prix in 1928 and 1929. The chassis number is 37302 and the engine, 215. 1 The Bugatti Trust – Summer 2009 Editorial The subject of GP Bugatti chassis design and handling has been covered in recent issues including contributions from Charles Bulmer – NL27, p.4; Hugh Price – NL27, p.8; Hugh Conway – NL29, p.3 and Lord Raglan – NL30, p.18. We continue in this issue with an explanatory article by Barrie and Hugh Price and letters from Charles Bulmer and Bill Milliken. pump would cavitate and would only provide a low pressure supply until the oil had thoroughly warmed up. Steady worked as an aircraft engine mechanic during the war and also remembers an instruction to add a certain proportion of 100 octane fuel to the engine oil for start up in very cold conditions such as in Alaska. The idea being to thin the oil to enable the system to work properly and hope that the volatile fuel would soon evaporate off when it had done its job. Do Royale car owners take such careful precautions? Thank you Steady. Bill Milliken was Chief Flight Test Engineer at Boeing Aircraft from 1944. He was managing director at Cornell Aeronautical Laboratory retiring as head of the Transport Research Division, which he founded. Milliken Research Associates was founded in 1976 and continues as a foundational research asset to the automotive and car racing industries. Bill’s autobiography ‘Equations of Motion’, ISBN 0-83761348-5 also covers his exploits as a racing driver with his Bugatti Type 35A, chassis number 4906, and also with Dr. Samuel Scher’s Type 54, chassis number 54210; he must be uniquely qualified to talk about GP Bugatti qualities of handling. David Sewell telephoned to point out that there is a reference to Bugatti railcar Royale diesel engines in Bugantics 16.3, August 1953. In NL30 we wrote about the Type 58 under the heading ‘The Bugatti Diesel Railcar’ and, quoting Conway, concluded “…eventually the railways demanded Diesel which Bugatti was unable to provide”. So, did the Type 58 diesel actually go into production? In the 1953 Bugantics John Carter wrote: “There was a turbine feel about the two Royale engines, purposeful power with singular smoothness ….. It was not until I was within a yard of the engines, while they were idling at a signal stop, that I suspected the truth. So I asked the engineer, who told me that the new Royales for the Auto-rail are diesel and old ones are being converted”. We have also received two very interesting comments on the last newsletter, one on oil pressure and the other about Bugatti diesel engines. On the question of the Bugatti railcars’ oil pressure (“Learn to drive a Bugatti Railcar” – NL30) we had thought it surprising that cold thicker oil would produce a low oil pressure reading after at least a 15 minute careful warming up period. Steady Barker phoned to explain. He had known of the same thing when working with Alta racing engines. It had been found that with cold oil the Alta The Bugatti Trust – Summer 2009 Can this be true? We have never heard of any Bugatti diesel engines extant. Were they used in service? We think it unlikely. Of course, if anyone knows more about this we would dearly like to hear from them. 2 Chairman’s Report Most of you will already be aware of the sad death of Bill Leith on 13th March. He had slipped on ice some weeks earlier whilst walking his dog and suffered a head injury. He leaves a widow Barbara, three sons and eight grandchildren to whom we offer our deepest sympathies. Bill had owned four Bugattis over the years. The Lavocat and Marsaud bodied Type 23 that he acquired in the nineteen fifties was a particular favourite. He was an enthusiastic supporter of the Bugatti Trust from its inception becoming a Trustee in 2000. He was also a member of the Bugatti Owners’ Club for more than 50 years. In 2004 he founded the Friends of the Bugatti Trust, a charity registered in Massachusetts and successfully obtained funds which enabled the Trust to archive and digitise its photographic collection for publication on the internet. on several overseas tours and endowed in perpetuity a chair calling it the Leith Family Chair. A full obituary will be published in Bugantics shortly. In January The Bugatti Trust held its Annual General Meeting and presentation of accounts for the year ended March 2008. They were approved by the members. In the period since we have been subjected to increasingly depressing news from the financial markets. The Trust cannot expect to be insulated from this as a majority of its revenue is in the form of income from bequests. The advice we have been given by our investment manager is that the effects of the economic downturn are likely to become apparent later in the year. We will therefore keep a close watch on the situation. More recently he appealed to the Friends in order to sponsor an American postgraduate to study engineering design at Coventry University. Planning for this was at a relatively early stage but some donations had already been received. It would therefore only be proper to consider how to take this proposal forward. I feel sure he would have wanted that. Several members of my family have particularly happy memories of their visits to Boston. They were always made to feel welcome and were soon aware of his many lively interests. These included a particular love of music and he was a past chairman and life trustee of the Boston Symphony Orchestra. Barbara and he travelled with the BSO At the conclusion of the General Meeting we were most fortunate that Fitzroy, Lord Raglan gave an illustrated talk about his many years working on, driving in and competing with Bugattis. It was thoroughly enjoyable 3 The Bugatti Trust – Summer 2009 and fascinating. So many people these days give their cars to others to maintain and prepare for the road and as a result fail to appreciate what makes them so special. It was therefore thoroughly refreshing to listen and learn from his direct experience in doing the work himself over half a century. He also graciously allowed it to be filmed. We are most grateful to David Weguelin of Motorfilms who undertook this task. establishment of the Bugatti factory in Molsheim. The Bugatti Trust is working together with the Bugatti Owners’ Club to celebrate this event. We are setting up a special display featuring those early days of the factory and the ex Peter Hampton 8 valve car on loan from the National Motor Museum. We are working on additional proposals and as soon as they materialise members will be informed. As Bugatti historians will be well aware 2009 is the centenary of the Archive Management Seminar at the Bugatti Trust The Bugatti Trust is in the forefront of archive conservation. It has completed a 10 year programme of scanning, digitising and indexing 26,000 original Bugatti Works drawings to preserve originals, help historical understanding and support owners and restorers worldwide. During February we organised a seminar in conjunction with CSG Ltd, our software supplier, to share our experience. This was attended by representatives of the Vintage Sports-Car Club; Veteran Car Club; Vintage Motor Cycle Club; Midlands Automobile Club; Rolls-Royce Heritage Trust; Fraser Nash Car Club; Fraser Nash Archive Trust; Bentley Drivers’ Club; Bugatti Owners’ Club and the Rolls-Royce Enthusiast Club. The event was successful both as a learning exercise and an opportunity for archivists to get to know one another better. A series of mutual exchange visits is planned. Work continues with scanning of an archive of 10,000 photographs more than half complete and every item of the Trust’s document archive, developed from the original Conway collection, has been indexed and recorded. Progress is being made on handwritten Bugatti Works ‘build lists’ for each subassembly and model and a matrix has been generated which shows commonality of significant parts across models. Delegates at the Archive Management seminar at the Bugatti Trust in February. The Bugatti Trust – Summer 2009 4 Alan Dixon is a member of the Hornby Railway Collectors’ Association and, more generally, he is an historical railway enthusiast. This article, ‘The Bugatti Railcars – the Prototypes’ was written for the HRCA magazine, The Hornby Railway Collector, and first published in their June 2008 edition and reprinted here with Alan’s and the HRCA’s permission. Alan’s thorough research and his links with the French SNCF and other bodies have resulted in an article containing new information about the Bugatti railcar story as well as an insight into some of the models. The illustration of the ETAT tricaisse unit (at the end of the article) is from the Bugatti Trust collection and Alan has also written with more information about the location and the event shown in the photograph. That letter is included in this Newsletter on page 16. The Bugatti Railcars - The Prototypes Alan Dixon Having been introduced in the previous decade in the interest of economy of operation, self-propelled railcars came increasingly into use in single or multiple unit form, but it was not until the early thirties that development of units capable of higher speeds over greater distances was achieved. twin-car high speed units on services from Berlin to Frankfurt and Hamburg, whilst in France, the Nord company constructed articulated three-car units for its Paris-Lille service. The Meccano company in Paris made an excellent die-cast representation of one of these Trains Automoteur Rapide (TAR) units in the Dinky Toys range from the Bobigny factory, and this appeared in the English catalogue just before the Second World War, whilst “Der Fliegender Hamburger”, in its Reischbahn livery of violet and cream, featured in Märklin’s gauge ‘0’ tinplate range. This was particularly the case on the other side of the Atlantic, where newlyintroduced flyers such as “The City of Portland” and “The Flying Yankee” were being operated successfully by dedicated diesel electric train sets at very high speed over extremely long distances, and Lionel produced some fine models of these trains in the USA, for gauge ‘0’. About this time, in common with other companies in the industry, the famous French motor car manufacturer Bugatti experienced a downturn in the market for their luxury cars, due to the depressed economic conditions of the time. This led to a need for diversification, so Ettore Bugatti, who was not a formally trained engineer, decided to design a high speed railcar himself, in order to use an adaptation of the powerful “Royale” petrol engine, of which there was probably a stock of parts available at the Molsheim factory in Alsace. Whilst distances in Europe are tiny in comparison with those in North America, the European rail industry concentrated its efforts initially on the development of self-propelled railcars for local work, before turning attention to the design and introduction of vehicles which could be run at express train speeds over longer distances. In Germany, the Deutsche Reischbahn introduced its diesel electric articulated 5 The Bugatti Trust – Summer 2009 With 800 horsepower ‘under the bonnet’ – the first of the original series of ETAT monocaisse units of 1933. (The Bugatti Trust) As the Nord was the only French railway company actively pursuing development in this field at that time, with a dieselelectric powered design of their own, there was an almost instant market in France for Bugatti’s revolutionary new railcar. for they were indeed, revolutionary, with their aerodynamic styling, the use of lightweight materials in their construction, the installation of controlled ventilation somewhat akin to an early form of air conditioning in the passenger saloons, and their ultra high speed, which enabled one unit to establish a new French national record of 192 kph on 24th October, 1934, on the ETAT main line between Paris and Le Mans. This was developed in single, twin or three-car configuration, and Meccano France quickly produced models of all three for gauge ‘0’. These were quite good representations, albeit rather short in length relative to the proportions of the prototypes, and they were available in the pre-nationalisation company liveries of the French State Railway (ETAT), and of the Paris-LyonMediterrannée (PLM). Non-reversing clockwork and 20 volt a.c. versions were available initially, but after the war, the electric mechanism became reversible, whilst the clockwork remained nonreversing. Only the twin railcar was produced in this period, and the livery was confined to the red and cream of the Societé Nationale des Chemins de Fer Français (SNCF). Power was provided for each unit from a single motor coach equipped with four straight eight internal combustion engines, each developing 200 horsepower at 2500 rpm. These were fuelled by a highly volatile mixture of petrol, benzine and alcohol, which was carried in an individual tank placed beneath each engine – a similar mix could have been found in the tanks of the grand prix cars with which Bugatti had been so successful hitherto, on the motor racing circuits of Europe! The driver was placed in a cupola on the roof immediately above this fantastic power house. Here, he had all the controls, including oil pressure What of the revolutionary prototypes for these Série Hornby models, however, The Bugatti Trust – Summer 2009 6 An ETAT monocaisse unit makes a stop at Rouen, en route for Paris Saint Lazare. Note the Normandy countryman on the platform, who is taking his wife “la Becassine” to Paris for the first time, dressed in her regional costume! gauges, rev counters, and throttles for the individual engines, which enabled him to use them singly or in multiple of two, three or four, dependent upon the demands of the route and the load carried. a pivotal bearing for the bogie itself, but also as a shock absorber. In order to stop these high speed machines, braking was also revolutionary, with the air brakes acting upon all wheels by means of internal drums cast into the dished wheel centres, which were then bolted to the flanged steel rims with a rubber interlayer so as to reduce vibration. Because of the enormous amount of power available and the massive torque developed at low revs, no gear box was fitted except in later versions of the monocaisse (single car) and tricaisse (three-car) units, and drive from the engines was transmitted via an hydraulic clutch, by means of long Cardan shafts to the middle pair of axles in each of the two four-axle bogies. Thus, out of a total of sixteen wheels, eight were directly driven, with 800 horsepower available for the purpose! A further reduction in the transmission of vibration to the passenger saloons was achieved by the use of rubber mountings between the aluminium body and the two cross-braced pressed steel longitudinal girders which formed the chassis of each car, whilst wind noise and resistance were reduced by the fitting of a painted rubber curtain between the cars in a multi-car configuration, which was flush with the outer shell of each adjoining car. Suspension of these massive power bogies as well as that of the four-axle carrying bogies on the trailer cars was ingenious, inasmuch as it comprised a single central pivot consisting of an oilfilled cylinder containing a piston, which enabled the device to serve not only as Thus, every effort was made to ensure quiet, smooth and vibration-free running at the new high speeds of which the 7 The Bugatti Trust – Summer 2009 Bugattis were capable. Combined with the novelty of controlled ventilation, plus Pullman style individual seats, carpets and removable tables, a kitchen and buffet, toilet facilities, and a separate compartment for baggage, the – in 21st century parlance – ‘travel experience’ would have been ‘light years’ ahead of its time, seventy five years ago, when the Bugattis first entered commercial service. Indeed, they proved to be justifiably popular with their clientele, and very successful, introducing as they did a new era of high speed travel in France. multiple working, or, indeed, in the case of the ETAT, to haul one of their five specially constructed Bugatti trailers. In accordance with the individual company’s planned use, internal layouts varied also, ranging from an all third class monocaisse with seating for 78 passengers, to the ETAT 144 seat tricaisse in 1st, 2nd and 3rd class configuration. Later monocaisse units were available in several different lengths as well, but they were now equipped with only two engines. These were mounted transversely, and thus, made more space available for the passenger saloons. Indeed, in the surallongée (super-stretched) versions, a total of 99 third class passengers could be seated! Several companies purchased the Bugatti in a variety of configurations since, initially at least, the units had only rudimentary buffing and drawgear, and could not therefore be run in multiple. However, some later examples were equipped with more conventional couplings and brake hoses, to facilitate By contrast, the bicaisse (two-car) units of the PLM provide us with an example of an all 1st class arrangement. A new era begins, as this PLM bicaisse unit provides a sharp contrast with the locomotivehauled suburban train in the background. (La Vie du Rail) The Bugatti Trust – Summer 2009 8 Here, a total of 36 passengers were allocated with seats in the two saloons of the power car, whilst the second, non-motorised car of the unit, which was linked to its neighbour by a vestibule connection, was equipped with seating, once again in two saloons, for a further 38 passengers. The kitchen and buffet were staffed, and the chef du train (guard) was allocated a small compartment at the front of the leading car in each direction of travel, where he had emergency brake control and direct communication with the driver, since his view of the track immediately ahead, was unobstructed, unlike that of the driver! timings on the express service from Paris to Le Havre, which was reached in one hour and fifty eight minutes at an average speed of 116 kph, whilst the PLM substituted monocaisse units on the Vichy service and transferred their bicaisse examples to the “Ligne Impériale” – their most important main line, between Paris and Marseille. Over in eastern France, in Bugatti’s home territory, the Alsace-Lorraine company allocated their three-car units to an accelerated service between Paris and Strasbourg, the capital of Alsace, which was reached in four hours end twenty five minutes, whilst their single car units were deployed on the service to Bâle in Switzerland. Given the fashion between the wars for ‘taking the waters’, the PLM put their blue and cream Bugattis to work on the difficult “Bourbonnais” route from Paris to Vichy, whilst from 1st July, 1933, the ETAT introduced their new monocaisse units to provide a ‘rapide’ between Paris and the seaside at Deauville, which cut twenty five minutes from the previous best steam locomotive-hauled schedule. After the nationalisation of the railways in 1938, SNCF ordered two more threecar units from Bugatti, for the ParisStrasbourg service, but sadly, this and the service to Bâle were cut off abruptly, with the outbreak of war in September, 1939. During the Nazi occupation of France, a number of Bugattis were appropriated to Germany, and the remainder were The ETAT later used their Bugattis to effect similar improvements to Lyon 1938: two bicaisse units, one now SNCF and the other retaining the original PLM livery. 9 The Bugatti Trust – Summer 2009 At Le Havre, this ETAT tricaisse unit awaits the dis-embarkation of its ocean liner passengers for Paris. laid aside due to lack of fuel. However, with the cessation of hostilities, those units remaining in France, which were still serviceable, were put back to work, and SNCF also took delivery of the last two to be produced – the surallongée monocaisse units XB4301 and 4302, but with the shattered condition of much of ETAT tricaisse unit ZZy24482 of 1936 is here decorated with the tricolore of France, for a special occasion. (see also Alan Dixon’s letter on page 16) The Bugatti Trust – Summer 2009 10 the rail network, it was some time before they were able to regain something of their former prestigious role. This was, sadly, to be comparatively shortlived, due in part to the shortage of suitable fuel, but also to the problems of reliability, following the neglect of the war years. in miniature, by Hornby’s beautiful, brightly-liveried gauge ‘0’ models. In conclusion, I must express my thanks to the Bugatti Trust for their interest and invaluable assistance in checking my copy for its historical accuracy. I must also thank them for their kind permission to reproduce the two images from their archive, which show the ETAT monocaisse and tricaisse units. The last Bugattis in service were withdrawn from the south east region of SNCF in 1958. Here, they had been providing an express service along the Côte d’Azur between Marseille and the Italian frontier at Vintimille. Thus, twenty five years after the arrival of the first unit in the Spring of 1933, the Bugattis were no more. However, of the 78 units produced at Molsheim, one survives, and it is possible to view this magnificent machine at La Cité du Train – the French National Railway Museum, at Mulhouse in Alsace. Meanwhile, the Bugatti legacy is preserved for us Next, I must thank La Vie du Rail in France, for their kind permission to reproduce the images of the ETAT driver and his charge, and the PLM bicaisse. Finally, thanks must also go to JeanMarc Combe at La Cité du Train in Mulhouse, for his assistance with my research, and to Mike Swinn of the SNCF Society here in the UK, who provided me with further reference material. Ettore Bugatti, a charming man There is a delightful snippet about Bugatti in the book ‘Spitfire, the illustrated biography’ by Jonathan Glancey, first published in 2006. me with a brand-new Talbot-Darracq for my twenty-first birthday – it was parked outside the Ritz ready for when I woke up and looked out of the window – we took her for a spin up to Montmartre. I burned out the clutch. Father wasn’t at all upset. He simply telephoned his friend, Ettore, who had the car returned to the Ritz as good as new in the evening. That was Ettore Bugatti, a charming man. I think I was rather spoilt.” Diana Barnato Walker was the daughter of the famous Le Mans winning Bentley driver, Woolf Barnato. During the second world war Diana was an Air Transport Auxiliary pilot. The ATA carried out the delivery of all types of aircraft for the RAF. Diana flew many Spitfires and was the only woman ATA pilot to have flown across the Channel into France during the war. We enjoyed the book. The ISBN is 978 1 84354 799 0 In the book, Diana is quoted: “When my father (Woolf Barnato) presented Diana Barnato Walker was born on 15 January 1918 and died on 28 April 2008. 11 The Bugatti Trust – Summer 2009 Factory Maintenance Manual Type 38/40 The Bugatti factory maintenance manual for the Types 38 and 40, dated 1926/27, is a most interesting document. Its style might seem rather charmingly formal today but it gives us an insight into taking ownership of a new Bugatti car 83 years ago and much of the advice will still be useful to Bugatti owners today. Although it is titled ‘Types 38 and 40’ it really is also applicable to most other Bugatti Types at least from Type 30 to Type 49. as possible. The original version is in French and Chris and Elizabeth Warman have produced a very good English translation which we will include as plain paper texts with the facsimiles. Most of the originals, it seems, were produced without the first 8 pages which form a sort of introduction to some copies. These particularly rare pages set out to explain exactly how the Bugatti is superior to any other make of car. They contain testimonial letters from long standing and satisfied customers. The original booklet has become rare and valuable and we are in the process of producing a small batch of facsimiles. These copies will be printed to look and feel as exactly like the originals This is the translation of one of these letters from Baron Eugène de Dietrich: Baron Eugene de Dietrich Jaegerthal, Alsace Reichshoffen 27th February 1909 Dear Mr. Bugatti, Mr. Pétri has told me of your wish to receive a written recommendation regarding your cars, which have served us for several years. It is with pleasure that I can confirm that they have been entirely satisfactory to us, always and in every respect. Of the four vehicles, one open tourer, two large saloons and one semi-saloon, all of your 1903, 35PS, have been driven more than 100,000 kilometers, and all are still in perfect condition today. The oldest one, the open tourer, was entirely stripped and checked after covering about 200,000 kilometers, and the main parts were still in perfect condition. Except for a few bronze bushes, there was nothing that required replacing. I would emphasize particularly the gears in the gearbox, which have not yet shown any signs of wear. Our satisfaction in using your cars has been confirmed by a good number of clients who have been driven in them over the years. All are agreed that your cars possess a sturdiness and robustness which will withstand every test, and a number of those The Bugatti Trust – Summer 2009 12 who have since purchased other more modern cars, have often found themselves regretting they no longer had their old Bugatti, which had never let them down. With my warm and affectionate greetings, Signed: Baron Eugène de DIETRICH P.S. In the last few days a car has been brought to us for repair from Verkehrstruppen of Metz. They assure us that of all the different makes of car that they have used, yours is the sturdiest and most robust. Ettore Bugatti could surely not have chosen a more influential person to quote in his manual than Baron Eugène de Dietrich, head of one of the most successful and long established industrial companies in France. De Dietrich was a household name. The Baron had employed Bugatti, when he was only 20 years old, to design and build the De Dietrich (système Bugatti) cars of 1903 to which he refers in his letter. The four cars mentioned are the larger touring De Dietrich Bugattis (Bugatti’s Type 4). designed …” (Conway ‘Bugatti le Pur Sang des Automobiles’). Although this may be true the Baron’s letter shows that there remained a great deal of good will. “All his life Baron Eugène de Dietrich had a soft spot for Ettore. Each kept the other informed of personal events, such as the engagements of the Baron’s children, and they also did each other favours. Ettore smoothed the progress of the Baron’s relations with Deutz, while the Baron provided Ettore with excellent credentials. The Tone of their letters was cordial. The Baron addressed his letters to “My dear Bugatti” and generally ended with his “most affectionate greetings” (Steinhauser ‘Ettore Bugatti L’Artisan de Molsheim’) Until recently the historians have suggested that the relationship between Bugatti and De Dietrich had become difficult by early 1904 and, or because, the cars were unreliable: “The de Dietrich arrangement terminated, probably with the firm being tired of Ettore’s lack of attention to detail and reliability of the cars he had This testimonial letter of 1909 really represents the highest possible praise for those early de Dietrich Bugatti cars and comes from the best possibly authority. Great minds often think alike! We are all aware of the design philosophy of Ettore Bugatti which encompassed using a minimum of components on the chassis of his cars. article in The Automobile Engineer, November 1919, stated that: “I first met Lawrence Pomeroy (Chief Engineer of Vauxhall Motors) in 1909 and he gladdened me by beginning the conversation by stating his maxim that one should design for ‘fewness of bits’.” We read that Edgar N. Duffield, engineer and motoring journalist of note in an 13 The Bugatti Trust – Summer 2009 Bugatti Suspension Theory and Practice Hugh and Barrie Price In a perfect world where a vehicle body can be considered totally rigid, the level of its vertical disturbance when subject to vertical input from the wheels is controlled by the body’s weight and the ease with which the wheels can rise and fall. The mechanism by which the wheels are allowed to rise and fall with respect to the body will not play a part, provided the wheel motion is vertical. further example is the fore-aft coupling of Moulton’s Hydrolastic system. So no, considered from a theoretical perspective no advantage can be claimed for any particular flavour of spring arrangement, be it semi-elliptic, quarter elliptic, coil or gas. We can make a simple mathematical comparison if we are not convinced: So far we have supposed not only that the sprung mass is perfectly rigid but that springs act only as perfect springs and that wheels are guided in perfect vertical motion by magic hands. The first of these we vintage enthusiasts know to be perfectly untrue and the older practice of using the springs for wheel location creates significant compromises. Successful design is surely the achievement of good compromise between objectives and constraints. Unfortunately among the constraints are material behaviour and physics along with cost and manufacturing considerations. Perhaps Ettore selected the reversed quarter elliptic arrangement as the best way he saw of achieving compromise. The stiffness of the wheel’s vertical motion we shall term wheel rate. Where we have a mass and a stiffness we shall also have a natural frequency or period. Actually the deflections in the four springs can give rise to not only pure vertical movement of the body (bounce) but angular changes in both side and front views (pitch and roll), each having it’s own natural frequency. Where each corner has its own entirely discrete suspension system it still holds true that the means of connecting the hub to the body will not influence behaviour. Where suspension mechanisms will have an influence however is where they achieve additional stiffness at the wheels and/or coupling between hubs. One example of this, probably evident in every vehicle today, is the anti-roll bar. A The Bugatti Trust – Summer 2009 Clearly, for whatever reason (practicality, market acceptance...), his chosen layout was front engined with rear wheel drive, so there was good space for fuel at the rear. The coachwork, fuel and luggage loads balance the mass of the engine and cooling system at the front while aiding traction. Structure to support these loads would therefore be a necessity, not ‘parasitic’ so while you are at it, why not use the structure as somewhere to attach the suspension? 14 15 The Bugatti Trust – Summer 2009 Correspondence Jiro Shirasu We have yesterday received the Newsletter No. 30 and were very pleased with the article you put on Page 3. It read very well and interesting. Hopefully it will lead us to some information about this car. By the way, we wonder if there is any chance of getting another copy, Julie. We went to Japan last month to take part in La Festa Mille Miglia, an event affiliated to Mille Miglia in Italy and there we met Jiro Shirasu’s grandson who was also in the rally as a co-driver of Ex-Jiro Shirasu W. O. Bentley (It was rather nice to see him in his grandfather’s car). We talked to him about our research and promised him that we will keep him updated about it since he showed great interest. We will be happy to pay for this additional copy, which we would like to send to him. Kind regards Atsuko Househam The Bugatti Railcars This letter refers to the photograph of the ETAT tricaisse unit at the end of Alan Dixon’s article on page 10. Ed. Information continues to come to hand on the subject, and I thought that you might be interested in identification of the event and location depicted in the archival illustration of the tricaisse unit, which you kindly let me use to illustrate my article. I had thought initially, that the location looked like the Vosges, but the ETAT running number on the Bugatti unit completely flawed me! However, Andy Hart, Secretary of the SNCF Society here in the UK, has identified the event as being the opening ceremony on 8th August, 1937 at Saint-Marie-auxMines in Alsace, of the new 6.874km tunnel through the Vosges mountains! This was in Alsace-Lorraine territory, but that Company did not take delivery of their tricaisse units until the following year, so I guess that the ETAT unit was ‘borrowed’ in order to create a spectacular modern presence for this special occasion. The tunnel construction was apparently, the product of a prestigious work creation scheme, and it was the longest tunnel wholly in France upon its completion. Yours etc Alan G. Dixon The Bugatti Trust – Summer 2009 16 Bugatti Oval Stud Charles Levy has asked if we know anything about a steel die for stamping Ettore Bugatti’s signature within an oval stud. His letter and the pictures give all the details. Can anyone provide more information? Ed. I’ve acquired an artefact which is mysterious to me, but hopefully won’t be to you. It is made of steel; 4cm x 4cm x 4cm. Ettore’s raised signature is in the concave center of an otherwise flat surface that has on it: “F-D” and “5917”. On the side is written: “Villemin” with “Unis” above it and “France” below it, and “99” below “France”. The sides of this stamp are slightly tapered outwards going towards the base. Have you encountered anything with this form of Ettore’s signature (only 1.5 cm across) stamped on it? I look forward to hearing from you. Charles Levy Type 57S Detail I read your article concerning the T57S radiator grille. I had not been aware of the fact that the diamond grille was only used on the last five chassis. I believed they were delivered at random. Although I have never heard of the 57S overheating this could be an explanation as the vertical bars obstruct about 50% of the radiator opening. The diamond grille is of much thinner section and might at a maximum obstruct 10% of the opening. What do you think? Best regards Erik Koux 17 The Bugatti Trust – Summer 2009 Bugatti Handling Qualitites Our general view of the handling design features of the Type 35 is, 1. The center of gravity is aft, approximately a 40/60 front/rear weight distribution 2. With equal tire sizes, and roll centers at about axle height, the aft CG facilitates more equal load on the wheels under heavy braking and heavy load on the rear wheels on acceleration. 3. But the aft CG means that the car is basically oversteer. 4. However, the positive camber on the front wheels when the car is cornering (ie, under lateral weight transfer), reduces the inherent oversteer and tends to make the car neutral steer. Neutral steer on this car improves the controllability. After we wrote Race Car Vehicle Dynamics and it was used as a textbook in colleges (at least 30 of them), our publisher (SAE) insisted we write a “problem/answer” book. One of our problems in Chapter 13 referred to the Type 35A Bugatti. I’m enclosing the problem statement and also our answers. I agree with you that Bugatti put the positive camber on the front from experience with carriages (horse drawn vehicles). I seriously doubt that he put it on to affect the vehicle stability. We have spent so much time thinking about camber on MX-1, that it was an easy jump to recognize the effect of the positive camber on the Type 35. I even discussed it with René Dreyfus years ago. Now we come to the recent article by Robert Cumberford in which he claims that it was Bugatti’s intuition that positive camber would promote understeer and so on. I’ve been able to contact Cumberford and discuss his article (copy enclosed). He is very complimentary regarding the Type 35 and I agree with most of it, but Bob is not an analytical engineer and I suspect he still believes that the positive camber on front is due to Bugatti’s intuition. The understeering effect of the positive camber only occurs under lateral weight transfer. Our tests at CAL on a circle confirms subjective opinion that the car is close to neutral steer. Cumberford is the Automotive Design Editor of Automobile Magazine. Some years ago he ran his own car company and produced some interesting cars using Citroen components, possible from the model SM. Hope this answers your questions. Feel free to use it in your Trust reports. Best Wishes Bill Milliken The Bugatti Trust – Summer 2009 18 Attached to the letter are copies of some of Bill Milliken’s notes published as a problem/answer book and a copy of an article by Robert Cumberford for Automobilemag.com of September 2008. Ed. Historical Note on Vehicle Dynamics Development - W Milliken The Type 35 Bugatti • All up racing weight ~ 1850 lb., 40/60 front/rear weight distribution • Equal sized tires all around, 28 in. diameter, about 30 psi front, 35 psi rear • Solid axles front and rear with roll centers at about axle height • Stiff ride springs, considerably stiffer on the front than on the rear, damping by • • • friction shocks and inter-leaf friction Fast steering ratio, worm and wheel steering box, drag link to right front wheel and track rod, 6-8 deg. positive caster Positive static camber (wheels tilted outward) at front Front engine bolted solidly to frame and very substantial dash bulkhead, a very stiff chassis (torsional and beaming) for its day Bill Milliken sets out his impressions and gives explanations of the possible basis for the impressions: a. Acceleration: Wheelspin was seldom encountered on a dry surface, but occasionally occurred on gravel or low-coefficient surfaces. Directional control was good with rapid response, so loss of control (spin) was seldom a problem during straight ahead acceleration. Considering the power-to-weight ratio and load on the rear wheels (static plus the increase due to longitudinal acceleration), one would not expect rear wheelspin on high-coefficient surfaces. b. Braking: By modern standards, braking was just adequate. Directional control during braking was satisfactory, but pedal forces were high. With better brakes I might not have lost it at “Milliken’s Corner”, Watkins Glen Grand Prix, 1948! The brakes were unboosted, cable operated with a mechanical equalizer in the cockpit. The brakes were small internal drum brakes with two shoes, non-selfenergizing. Because of the pedal arrangement, left foot braking was occasionally used. Good stability under braking is accounted for by the dynamic wheel loading, and the near neutral response of the car due to higher rear tire pressure, larger lateral weight transfer on front and the positive camber of the front wheels all compensating for the basically aft CG. c. Turn-in: Under hard braking, turn-in frequently resulted in breakaway at the rear wheels, which could usually be caught by reverse steering. Movies of the car at Watkins Glen (1948), Bridgehampton (1949), etc., consistently indicated this behaviour on dry roads. This occurred mainly because of the unloading of the rear wheels. On a tight circuit like Palm Beach Shores this turn-in behavior was desirable. 19 The Bugatti Trust – Summer 2009 d. Steady Cornering: At high lateral accelerations, the steering control forces were very high. On Big Bend at Watkins Glen at 90-100 mph, I was tugging with both hands on one side of the wheel to keep from running off the outside of the road. The high steering forces are due to large caster, the very fast steering ratio and friction in the system. e. Directional Response to Control: The impression in driving was one of good response to the steering and well-damped transients. Part of this feel may have been due to the fast steering. For its day, the car was not undertired. It would be very interesting to measure some transient responses to step steering inputs. f. Rough Road: The car gives the impression of being very stiffly sprung, particularly on the front. At Giant’s Despair (a hill climb), the photos show the front end off the ground on a rough turn which confirms driver impression of loss of control. On rough surfaces the front end is bobbing up and down continuously. Subjectively this gives a nice feeling of “liveliness” and the necessity for continuous control action, bringing the driver into the control loop. Objectively it is probably less desirable. The salient points from Robert Cumberford’s article “Bugatti Type 35, the best racing car of all time” “…It handled better than anything else on the road.” “…in an epoch of wildly oversteering cars, it was magnificently neutral, thanks to Ettore’s intuition that extreme camber promoted understeer…” “The positive camber seems exaggerated but along with light weight, it contributed mightily to the superb balance of the Bugatti racing cars.” Dear Editor Fitzroy Raglan makes some interesting points in his letter in the Autumn newsletter. I’m not qualified to debate Ettore Bugatti’s artistic abilities (although I entirely agree about the Brescia) and I certainly don’t want to decry his engineering achievements but during a long career in aeronautical and automobile engineering I have been fascinated by how many different varieties of extremely talented engineer there are – practical, theoretical, conceptual, inventive. But very few have it all and I am sometimes reminded of the Peter Cook sketch in which he appears as a miner – he wanted to be a judge, he said, but he didn’t have the Latin. Many eminent engineers have been handicapped because they didn’t have the essential mathematics and fundamental physics which underlie all design analysis and without which they will inevitably become confused by the twin perils of intuition and common sense. The few who did, like Fred Lanchester and Maurice The Bugatti Trust – Summer 2009 20 Olley, often made outstanding contributions and so did others like Colin Chapman, who recognised their own deficiencies and used specialists to compensate. There is a basic theory in statics which says that you can replace any given force (in this case the force applied by the road to the rear wheel) by an equal force in the same plane applied to the system at a different point together with a couple. When you work this out you find that the system (the sprung part of the car) behaves exactly as it would if the original force simply acted on it directly – and this applies equally to the chassis frame inclination. But in some practical ways things are not quite the same as you can clearly see if you imagine the spring rate of the reversed quarter elliptics being kept constant but the springs themselves being made progressively longer and therefore heavier. The stressed rearward chassis frame extensions required would add further to this additional, parasitic weight. His last point, about transmitting the power to the road, is interesting. In the late 40s when I drove Austin 7s in trials I noticed the same thing which I attributed to the torque tube rear axle. With this layout, when you drop the clutch, the torque reaction, acting through the nose of the torque tube, lifts the back of the car and correspondingly presses the rear wheels into the ground. Bugattis experience the same effect because of the torque radius arm. The effect, of course, is transient because you can’t go on lifting the back for long, but this initial impulse does seem to be an aid to moving off rather than just sitting stationary with the wheels spinning. Charles Bulmer Bugatti Talks We are regularly asked to give illustrated talks or lectures on various aspects of Bugatti History. Our second talk for James Dyson engineers at Malmesbury in February was designed to show something of Bugatti’s logical and economical methods of production at Molsheim. Production cost saving is a popular theme at present. Also in February we delivered a lecture to students of Aeronautical and Automotive Engineering at Loughborough University. Scot Layton, who arranged this lecture, sent us this kind letter of thanks: Thank you for delivering your lecture on behalf of the Bugatti Trust. The students’ feedback is very good and I feel they will benefit significantly for hearing the history of Bugatti. It is a unique opportunity to have a visiting speaker that has your vast knowledge of the manufacturing of Bugatti cars and engines. This particular lecture is useful in the fact that it demonstrates a case study of success and methods utilised to this day, for marketing and selling of cars through Motorsport. I hope you will be available in subsequent years to deliver this valuable lecture to young engineers. Scot Layton 21 The Bugatti Trust – Summer 2009 An Ettore Bugatti Sketch of a marine snatch block The hook is noted “factory modified Yele of 500kgs.” (was Yele a trade supplier of hooks?) Perhaps Bugatti proposed to improve the shape of the standard hook by removing the outward flair of the point. This Ettore Bugatti Sketch was provided to the Bugatti Trust by Andrew Nahum who is Principal Curator of Transport Technologies at the Science Museum, London. It shows a marine snatch block and it is signed and dated 4/4/40. At that date work had just started on the construction of Ettore’s last yacht, Barbara III, by Macario of Trouville (ref. Ettore Bugatti’s yacht – Barbara III, Bugantics 69.1). From stem to stern the yacht bristled with Ettore’s unusual, beautiful and ingenious design features. This pulley block would have been one of them but the yacht was not complete when Ettore died – it was not fitted out – the block was probably never made. The body of the block is made of two main parts which hinge about the axis of the pulley wheel. There is a dovetail connection of these two parts on a radius of this axis to enable the block to open for inserting the rope. There are two sprung buttons which lock when the block is closed and these are fully dimensioned in the sketch, lower right. The face elevation shows the classic Carlo/Ettore egg shape with the buttons positioned near the pointed, top of the egg. The sketch, as is usual with Ettore’s sketches, shows much detail: The Bugatti Trust – Summer 2009 22 View of the full size model based on Ettore’s 1940 sketch of a snatch block This design seems to be another example of Ettore’s design elegance. The locking mechanism is a delight. We thought it was worth making a full size model in bronze and aluminium. 23 The Bugatti Trust – Summer 2009 The Bugatti Trust – Summer 2009 24 Two more views of the block showing the opening action with the radiused dovetail. Bugatti Type 15, Chassis Number 366, on display at the Trust To commemorate the centenary of the Bugatti factory at Molsheim the Trust has been able to secure the loan of this 8 valve ‘Pur Sang’ Bugatti through the generosity of the National Motor Museum. years by the late Peter Hampton, one of the founder members of the Bugatti Trust. It is reputed to have been owned by Madame Bugatti and displayed at the Paris Salon and is also thought to have been used on the battlefields in France during WW1. First delivered to the agent Huet of Paris on 13 December 1910, 366 is the second earliest Bugatti car remaining in existence. It was owned for many This historic Bugattis will be on display at the Trust from mid May for approximately two months. 25 The Bugatti Trust – Summer 2009 Type 57 Display Engine The purchase at auction last year of a Type 57 engine led to a request in the Trust Newsletter and Bugantics magazine for parts that were missing from it. Initial response was slow but things are now on the move. We have the engine back at the Trust, freshly sandblasted and polished thanks to the services of our ex-chairman Barrie Price and the momentum has continued with enthusiastic support from both members and trustees alike. Gardiner. We would like to thank them also for their generosity and await these parts with eagerness. We would also like to mention that we were fortunate to purchase a crankshaft at auction from a gentleman in the south of England. Nick Murray, who lives in the area, kindly volunteered to collect, store and deliver it to us. We are still missing some parts to get the engine up together which include the semi circular timing cover that sits on top of the timing gear tower at the rear of the engine. There are two of these, one for each camshaft gear and we require the plain cover (exhaust side) without the distinctive cut-out for the distributor. A flywheel, front crankshaft damper, clutch, oil filter assembly, tubular water rail (this sits on the cylinder block) water pump and an HT electrical conduit would also be gratefully received. We have indeed been very fortunate to have such a knowledgeable and good friend in Erik Koux, the builder of wonderful Bugatti Atlantic replicas who has very kindly donated several major components which will enable us to achieve our goal. We are truly grateful for this gesture of support. Other offers of parts promised by donation or loan have come from three of our Trustees and Crosthwaite & Michael Ulrich We have just heard of the sad death of Michael Ulrich and we will include an appreciation of Michael in the next issue. The Bugatti Trust – Summer 2009 26 If you know someone who may be interested in joining the Bugatti Trust do pass on these details of membership. 27 The Bugatti Trust – Summer 2009 Items for sale at the Bugatti Trust BOOKS Grand Prix Bugatti, 3rd Edition by H G Conway £45 plus post and packing UK £8 Europe £9 Rest of World £18 Bugatti – The 8-cylinder Touring Cars 1920-1934 By Barrie Price and Jean-Louis Arbey £30 plus post and packing UK £7 Europe £8 Rest of World £13 Bugatti T57S by Bernhard Simon & Julius Kruta £85 plus post and packing UK £12 Europe £17 Rest of World £28 Bugatti DVD by H G Conway – Part 1 (Running time 70 minutes) PAL/NTSC format both formats available (please state which you require) £19.99 plus post and packing UK £1.50 Europe £3.00 Rest of World £5.00 Full Throttle – Bugatti by Tracy Maurer (Children’s book) £11.00 plus post and packing Bugatti Type 35C No. 4928 by Lennart Haajanen Limited availability £28.00 plus post and packing UK £2.00 Europe £3.00 Rest of World £5.00 A few back issues of the Bugatti Trust Newsletters are still available - at 10 each plus post and packing. Any of the above can be obtained direct from the Bugatti Trust by telephoning +44 (0)1242 677201 during office hours, or by emailing to [email protected] please also refer to our web site for other information on items for sale:- www.bugatti-trust.co.uk ©The Bugatti Trust Company Regn. No. 2180021 Charity Regn. No. 298099
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