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Bugatti Trust Newsletter 35

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Bugatti Trust Newsletter 35 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 Curator Julie Bridcutt Secretary David Morys Photographer Offi ce 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, B. B. D. Kain, J. G. Marks, M. Preston, A. B. Price, G. S. St. John, A. C. Trevelyan, Sir John Venables-Llewelyn Bunny Phillips 1 The Bugatti Trust – Summer 2010 Chairman’s Report From time to time we are asked why is take on board the need for a strong the Bugatti Trust a separate body from manufacturing base with people the Bugatti Owners’ Club particularly designing and making things. Only as it is centred in its land. The reasons time will tell whether the recent are straightforward but are worth economic crisis has changed attitudes repeating. The Trust has always valued and something is done about it. The two its relationship with the club but it has thousand students from 107 teams from to be noted that if it is to benefi t from 23 countries taking part in the Formula being a registered charity there are a Student competition at Silverstone number of conditions it must abide by in July will have provided a strong under terms set out by Act of Parliament. response to that question. It has for instance to demonstrate a benefi t to the community. To this end the This takes us back conveniently to the Trust provides educational and research relationship between the hill climb facilities and active support to a number activities and the Bugatti Trust. Trish of schools and colleges. The club’s Davis, who all hill climbers will know, objectives are of course quite different has invited a number of Formula and are based around its renowned Student teams to the meeting on 5/6 hill climb circuit. However they are September to put their cars on display complementary and we trust that each and demonstrate on the hill. If you can appreciates the benefi ts that the other spare a few minutes to talk to them brings. and study what they have achieved you will be impressed by the level of The Bugatti Trust building, which sophistication and engineering input we prefer to call a Study Centre is of into their cars. course the centre of our activities. We endeavour to maintain the interest of Bath University which has been visitors by making regular changes to supported by the Trust for several what is on display. A frequent reaction years will be there but all teams will by those who visit for the fi rst time is be equally welcome. Bath was top UK surprise in discovering Ettore Bugatti’s team in 2009. Whilst it was pipped range of achievements and how much by Hertford this year it still produced can be learnt from his innovative a highly creditable performance. approach to engineering design. It is a Bath’s third year students in the design message we hope to get across to the competition were the design winners schools and colleges with whom we and achieved second place overall in have close contact. the class so should do well next year when they participate in the main It is arguable that government, in event. this country at least, has failed to The Bugatti Trust – Summer 2010 2 Bath University Formula Student team Photography by Mike Caldwell, www.mikecaldwell.co.uk, art direction by Bootes-Johns Design 01993 878110, with thanks to MERCEDES GP PETRONAS Formula One Team, Mercedes-Benz High Performance Engines and the University of Bath During the early part of the year we presented Tiphaine Kamga, a student from Coventry University with the Trust’s engineering prize for outstanding performance. She achieved top marks in her year. Her letter of appreciation is reproduced elsewhere in this newsletter. Tiphaine Kamga, Coventry University winner of the Bugatti Trust’s engineering prize 3 The Bugatti Trust – Summer 2010 In June we attended Coventry not been forgotten and the help we University’s degree design show give to Tewkesbury, Winchcombe and and presented awards to a number of Cleeve schools is much appreciated graduate students for their designs. This by the schools themselves. The design year we decided to make three awards, challenge day at the Trust in early July each under a different engineering proved extremely popular. design category. Younger students have Finals day. Year 9 pupils from Tewkesbury School prepare their clockwork boats on the grass outside the Bugattii Trust Coventry University prize giving day at the Bugatti Trust in April The Bugatti Trust – Summer 2010 4 Bugatti Type 29 Richard Day The fi rst straight eight production cars A new high performance chassis in were not ‘Type 30’ they were Type 22s 1921 with Type 29 engines. To supplement this luxury car Bugatti proposed to add a higher performance When Bugatti set up his factory at chassis to the range. This could be used Molsheim again after the First World for competition, sports or racing, and War the four cylinder sixteen valve would, hopefully, maintain his position Voiturettes, Types 13, 22 and 23 pre-war as “a signifi cant racing manufacturer” designs, were quickly put back into (Venables) which had been created by production. The fi rst new major project the Type 13 win at Le Mans in 1920. was the Type 28 – an eight cylinder, By 1921 Bugatti must have realised 3079cc luxury car – which was never that his four cylinder, two wheel braked intended for competition. Norbert Type 13 could not be expected to remain Steinhauser has called it Ettore’s embryo competitive for too much longer against, of the “Royale” concept. for example, the Talbot Darracqs which The Type 29 engine on test in 1921. The oil pump assembly is on the inlet side and the cambox lid has a rounded shape. These features pre-date Type 30 5 The Bugatti Trust – Summer 2010 is probably why he withdrew his team at bronze rings, cast-in. The crankshaft the last minute from the Le Mans event had circular webs 139.9mm diameter on 18 September 1921. The new car was designed to run inside the bronze rings to be the Type 29. with a 0.05mm clearance. There were deep grooves in the periphery of the Design work had started in early 1921 crank webs and the idea was to inject and the fi rst component drawings were enough oil through holes in the bronze produced during March and April 1921. rings to fi ll the grooves from where These drawings show the main parts diagonal drillings would pass oil to of the engine which later went on to be lubricate the plain big-end bearings. developed, via Type 30, into the Type There were three large ball races in 35 and would serve Bugatti so well for addition – front, rear and centre – the next ten years. The basic layout, 8 making a total of nine main bearings, if in line at 65mm centres, with its two you can call the six intermediate bronze narrow (only 95mm) rectangular blocks rings main bearings. in tandem surmounted by the aluminium cambox, did not change throughout the The Bugatti French Patent for this whole period. arrangement is numbered 565.087, sought on 13.04.1923, entitled “System At this initial stage the bore diameter de graissage” was 55mm giving 10mm of iron on the centreline between cylinders. They were Lubrication problems twin plug blocks with all the plugs on the inlet side. We have been told by Uwe Hucke that during testing in 1921 Bugatti struggled The crank stroke was initially drawn to achieve success with this bottom end as 85mm giving an engine capacity lubrication system. A large volume of of 1.6 litres but there are notes on oil at low pressure would be needed to the drawing to indicate that different fi ll the deep annular grooves in the crank possible capacities from 1.5 to 2.0 litres webs against centrifugal force. Hucke were envisaged. These are all ‘Type 29’ thought that double oil pumps had been drawings. tried but the total theoretical clearance of 22mm2 for the oil to leak out of the As the international Grand Prix system before any would get to the big formula at this date allowed three litre ends was too much. Bugatti’s solution to engines it seems that this Type 29 this problem was his invention to inject design might have been conceived as a the oil deep into the crank grooves with direct replacement of the four cylinder cross drilled jets which became the well Brescia engine for the Voiturette class known standard Bugatti arrangement (1.5 litres). applied to all Types from 1923. The Type 29 crankshaft and The prototype engine lubrication There are four Bugatti factory Together, the crankshaft and crankcase photographs of the Type 29 engine. The drawings tell us what was envisaged fi rst two are of the engine mounted in for the main bearings and bottom end a modifi ed Type 22 frame with a Type lubrication system. The one piece 22/23 clutch and gearbox and Type crankcase incorporated nine large 28 steering box and cradles for starter The Bugatti Trust – Summer 2010 6 From Bugatti’s French Patent No 565.087 showing the method of big end lubrication via the circular webs of the Type 29 crankshaft motor and dynamo can be seen.
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