More Derails of Nuvolari’s Records
In last month’s issue we announced the new Class B records set up by Nuvolari on the bimotore Alfa-Romeo. Since writing this news some further details of the record attempt have come to hand.
The road used was exactly the same stretch on which Stuck made his records on the Auto-Union, i.e., the twe section 56.990-58.600 kms. of the Florence-Viareggio autostrada at Altopascio. The first to arrive on the scene at the early hour of 8 o’clock was the Duc di Spoleto, president of the R.A.C.I., accompanied by Sig. Del Drago, president of the Italian C.S.N., the driver. Pintacuda, and various wellknown officials. The five timekeepers installed their photo-electric cell timing apparatus, and all was ready for the arrival of the car and driver.
When the bimotore appeared it was seen that several modifications had been made. The two long petrol tanks on each side of the chassis had been removed ; the tail had been lightened to the extent of so kilos by dispensing with the oil tank ; and the wheels were covered with discs. Instead of 1,350 kilos, the bitnotore now weighed only too° kilos.
Nuvolari had forsaken his famous yellow jumper for white overalls. After warming up the engine he set of at a careful speed towards AItopascio, returning shortly to say that the oil pressure seemed to be irregular. The designer, Bazzi, thereupon decided to re-instal the oil-tank, and after an hour’s delay this job was finally completed by the mechanics in attendance. At 9.30 Nuvolari climbed into the cockpit once more and set off with great gusto. Gaining speed the whole time he clocked 310.984 k.p.h. for the kilo, and 330.275 k.p.h. for the mile. Having satisfied himself that the car was functioning properly and that his Dunlop tyres did not show
signs of wear, Nuvolari roared back to the depot, this time clocking 336.252 k.p.h. for the mile and 313.043 k.p.h. for the kilo. The mean of these two runs, therefore, worked out at 321.125 k.p.h for the kilo and 323.125 k.p.h. for the Mile. The fastest Of the runs works out at roughly 210 m.p.h. It was not an easy task that Nuvolari had accomplished. A slight cross-wind made the handling of an 1,too kilogram car at 200 imp.h. an extremely difficult and dangerous affair. Soon after leaving the depot the car passed underneath an archway, and on emerging on the other side it met a gust of wind which sent it into a sickening lurch across the narrow road. For nearly 200 yards Nuvolari fought for dear life, and some lurid black lines on the road testified to the danger he had run. On the return journey the skid was repeated at the same point, but with less severity. After this narrow shave Nuvolari wisely decided to postpone further attempts on the records-,
The Dunlop tyres were in perfect condition at the end of the run. As is the practice nowadays, the rear ones were much larger than the front. The actual sizes were 32 x 6.5 and te x 6.
It was natural to compare the read-holding of the bintotore with that of the AutoUnion under similar conditions. The latter, it will be remembered, was perfectly steady, due to its better streamlining, lower build, and possibly better suspension.
The next day Nuvolari was out once more, but conditions were not as good as the day before, and after five runs he had to give it up. The car was accordingly returned to Modena to await a more favourable opportunity.
It is the intention of the Scuderia Ferrari to attack the standing-start mile and kilometre records, and the 5 kilometres and 5 miles, all of which are now held by German cars. It will be interesting to see how the binzotore fares with the acceleration records, for it only has three speeds. Riding on Air
How many motorists realise, as they cruise along the highway, that they are actually insulated from the road by two distinct air spaces? First of all there are the tyres, and then there is the pneumatic upholstery which is used by most sportscar manufacturers.
Pneumatic upholstery used to possess a certain disadvantage which particularly affected sports-car owners: a tendency to roll when cornering quickly, thus depriving the driver of a firm base from which to control a skid or slide. A lesser drawback was the possibility of leakage, involving an amount of maintenance which we lazy moderns found tiresome. Both these faults have been eliminated in the latest Moseley design, which embodies two air-tubes kept at different pressures. This pattern of pneumatic upholstery has been tried under the acid test racing conditions by Sir Malcolm Campbell, G. E. T. Eyston and Kaye Don. An Einsitzer Austin
An interesting Austin single-seater has evolved by the Almack Engineering Hampstead, and is to be driven by Abecassis in forthcoming events. body is a narrow single-seater with a not unlike the ” works ” cars, but a different form of radiator cowling. present the car is in more or less exform, and has an articulated axle providing independent springing each wheel. A Wilson pre-selector box is to he fitted, and possibly springing at the rear. At the time, tuning is being carried out on supercharged engine, and is-inch brake will be fitted.
When finally completed and tested under conditions it is the intention of the Engineering Works to market cars as genuine racing jobs.