Continental Notes and News, June 1935
Confinenta Notes and. New
By HAROLD NOCKOLDS
AS was generally expected, the matter of tyres is going to figure largely in the success or otherwise of the new twin-engined Alfa. Most of the well-known tyre firms were called upon to assist in the tests before the Tripoli G.P., but the problem seems likely to be an insoluble one. A speed of more than 200 m.p.h. demands thin tyre-treads of ” Blue Bird ” pattern, and yet the normal wear of a thick racing-tread must be obtained if the car is to be of any use for racing. It is all very difficult, and the number of tyre changes made at. Tripoli was not very encouraging.
I hear that an attempt on the world’s standing-start records for the kilometre and mile is to be made any day now.
As I hinted last month, discussions have been going on between Bugatti and Taruffi, who was supposed to have joined up with Molsheim as a member of the official team. Well, the position has now clarified, and Taruffi has made known his plans for the future.
Following on his participation in the Tripoli G.P. with his own 3-litre Maserati, Taruffi will then switch over to a 3.3-litre Bugatti with which he will compete in various races as an independent. The car will be • maintained and serviced at I3ugatti’s in the same way as those owned by Lord Howe and Noel Rees.
Later on in the season, when Bugatti will take part officially in various international G.P. races, Taruffi will drive as a member of the official team, in company with Benoist and Wimille.
Mystery still shrouds the new Bugatti, but I hear that work is being carried on at full speed in order to complete the car as soon as possible.
Taruffi, by the way, is an ardent ski-er, and always winters in Switzerland or Austria. He is still fond of motor cycling. at which he received his speed training, and he hopes to do some racing on two wheels this year, if he can spare the time.
No restrictions as to cylinder capacity, superchargers or fuel. Maximum weight of the car with four wheels, without tyres, and carrying sufficient petrol, oil and water for 300 kilometers, 750 kilos. Maximum race distance, coo kilos. Coachwork, option of single or two seats, with a maximum exterior width of 850 min., and a minimum height of 250 mm., these measurements being taken from the driver’s seat.
Such is the text of the formula adopted by the International Sporting Commission of the A.I.A.C.R. for the years 1937-8-9, and so ends a discussion which has raged in motoring circles for many months. The whole thing has been thoroughly thrashed out, first by a sub-committee and then by the C.S.I. itself. The sub-committee, sitting at Monaco, decided to advocate earburant. eompresseur et eylindroe fibres, leaving the question of weight to the C.S.I. The latter, after long delibera
tion, adopted the proposal of the Automobile Club de France in its entirety.
It is of the utmost importance, when criticising the new formula, to bear in mind the aims of the C.S.I. Their guiding principles are to maintain the present rate of metallurgical research work.; tci put a curb on the increase in engine size and maximum speed by reducing the weight of the chassis and limiting fuel consumption, at the same time avoiding races run on a purely fuel consumption basis by allowing unlimited consumption in the last two-fifths of a race: The status quo of racing Supported by State-subsidised firms is maintained, being considered more stable than a dependence upon manufacturers who may, or may not, build cars of a smaller cylinder capacity.
As I forecast two months ago, the A.I.A.C.R. has revived the championship for drivers. A certain number of races will be taken into account, and a gold medal will be presented to the winner Of the most points.
Other points from the agenda of the meeting on May gth were as follow ;–A special class in the records list is to be made for Diesel-engined cars; the whole question of defining sports cars is to be investigated and discussed at the meeting next October; for record attempts on tracks of large radius, such as the Salt Beds, the measurement line must be taken at go cm. distance from the internal edge of the circuit; during the establishment of track records, there must be a sufficient number of control points to enable the car to be kept in view the whole time, while in return the driver may have as many refueling depots as he likes, provided that each contains an official; for records of more than so kilometres, it is no longer necessary for the car to complete an extra lap, the system of timing the exact distance by calculation being abandoned in favour of a special timing-box at that distance.
The C.S.I. was composed, at this allimportant session, of the following members: Baron Nothomb and M. Langlois (Belgium), Senor Resines and Count de Molina (Spain), Mr. W. F. Bradley (United States), M. Perouse (France), Mr. O’Gorman and Col. Lindsay-Lloyd (Great Britain), Grand Officer Mercanti and Signor Dacco (Italy), Prince Ghika (Roumania), M. Decrauzat (Switzerland), Colonel Peron and MM. de Berc and Fourreau.
Three more scuderias for your list. First the French &uric Argo, composed of drivers Blondiaut. Fourv and Cloude and for cars a 3-litre monoposto Maserati and a blown 2:3-litre Bugatti. Then Hans Ruesch is teaming up with the Lausanne driver Armand Hug. In addition to Ruesch’s new Maserati the scuderia will have a 2.3-litre Bugatti and possibly a new ” three three.”
Finally, the Gruppo Genoese has been formed, the personnel being Luigi Beccaria, Attilio Battilana, Rafaello Tori, Pietro Cattaneo, and Guglielmo GramoIelli. Their cars are five Alfas (a 2.6, a Monza 2.3, and a brace of Mille Miglia 2.3’s) and two Balilla Fiats. They hope to acquire in the near future a Maserati and an M.G. Magnette.
What Americans call a ” probe” is being carried on in France by M. Regnier, ministre l’Intetieur. The whole nation has been thoroughly shaken by the slaughter of spectators at the Chateau Thierry hill-climb, and the Minister is delving into the whys and wherefores of race-meeting organisation.
The first step has already been taken. and a meeting of the Ministry last month was attended by representatives of the interior, public works, police, tourisme, and by the presidents of the F.N. des C.A., the U.M. de France, the Association of Manufacturers, and a representative of the T.C. de France.
Views were exchanged and a preliminary survey made, but no official pronouncements followed the meeting.
In order to avoid the possibility of an accident to the spectators such as happened at Château Thierry, the A.C. de I’Ile de France decided to hold their annual speed trials at Montlhery instead of on the customary road at Fontainbleu. The municipal elections made such demands on the local constabulary that the organisers were afraid that they would not be able to keep the crowds away from the danger points. At Montlhery, of course, no such difficulty arose.
Each competitor was given two runs, one in each direction, and as the electrical timing apparitus was used they were given the opportunity of comparing their times with the existing kilometre records.
Fastest time of the day was made by Cazaux on a 2.3-litre Bugatti, while the British colours were upheld by MaillardBrune’s M.G. in the 750 C.C. racing class.
500 c.c. 1. Hun (Decency), 49.355secs; 2, Mary (Sirna-Vielet). 50.675sece
1. Maillard-Brune (M.G.). 34.095 secs; 2,.
1. Druck (Salmsen), 32.097secs.
1,500 c.c. 1, Girod (Salmson), 31.084secs; 2. Cesare (Bugatti), 32.060sees.; 3. Bendet (Bugatti), 37.095 secs,
1, Benaldi (Bugatti). 29.090 secs; 2, Broil.
let (Bugatti), 4.965 secs.
3,000 c.c. 1, Cazaux (Bugatti), 27.041 secs. (131.333
In addition to the road at Karlsruhe. I have already mentioned in these columns, I now hear that another special road suitable for record-breaking purposes, is to be constructed between Darmstadt and Fribourg-en-Brisgau. It will be 100 kilometres in length.
Another German Road for Records
Speed Trials at Modtlhery
Chateau Thierry Aftermath
The New Formula
!WWI and TaruM
The Bimotore In Action