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The tunnel boring machine at the end of the Caighei tunnel (2,618 meters), on the new not-so-coastal railway.
The single shield TBM is a Herrenknecht S-193 with a diameter of 11,840 mm. To discover the wonderful world of the TBM visit www.herrenknecht.com
The old Savona Ventimiglia railway was a "temporary" single track line since 1872, and its dualling was in the electoral promises of every politician since then (now they must find something else).
Anyway the project of this part of the new line, from Andora to San Lorenzo al Mare, leaves me very perplexed. On a total of 18,825 meters there are 16,224 meters of tunnel and 1,438 meters of bridges. This leaves 1,163 meters of tracks running at ground level.
To find these 1,163 meters the line had to be displaced near the hills, looking for places without too much buildings: now, who will reach Diano Marina (and Cervo, and San Bartolomeo al Mare, since their stations are suppressed) will be welcome by... the sewer depurator. Not a great business card indeed!
So, why the politicians (I'm sure engineers would have a better view of the problem) don't make a full underground line?
The old railway was a sort of Berlin Wall cutting in half all the towns on the coast, but the new one is not much better. The road system of some valleys is totally overturned (and this don't means "improved"), "temporary" roads are becoming almost permanent (I hope they wouldn't be "temporary" like the previous railway) and the heavy traffic of trucks is almost unbearable, specially on our narrow roads. Of course who decided the location of the new railway don't live here...
I hope to show you a photo of the new railway before digital photography becomes obsolete.
The photo was made with the prime lens Jupiter 21M, 200/4 @ f:8 on vibrating tripod (there was another steamroller like that in the photo working just under me).
La fresa alla fine della galleria Caighei (2618 metri) sulla nuova ferrovia non molto litoranea.
La fresa a scudo aperto è una Herrenknecht S-193 con un diametro di 11.840 mm. Per scoprire il meraviglioso mondo delle macchine TBM (Tunnel Boring Machines) visitate www.herrenknecht.com
La vecchia ferrovia Savona Ventimiglia era un tratto "temporaneo" a binario unico fino dal 1872, e il suo raddoppio è stato nelle promesse elettorali dei politici sin da allora (ora dovranno trovare qualcos'altro).
In ogni caso il progetto di questa tratta della nuova linea, tra Andora e San Lorenzo al Mare, mi lascia molto perplesso. Su un totale di 18.825 metri ci sono 16.224 metri di galleria e 1.438 metri di viadotti. Questo lascia 1.163 metri di binario a livello del suolo.
Per trovare questi 1.163 metri la linea ha dovuto essere spostata tra le colline, cercando siti non troppo urbanizzati: ora, chi vorrà raggiungere Diano Marina (e Cervo, e San Bartolomeo al Mare, visto che queste stazioni sono state soppresse) riceverà il benvenuto da parte... del depuratore fognario. Non un bel biglietto da visita!
Quindi, perché i politici (sono certo che gli ingegneri avrebbero avuto una visione migliore del problema) non hanno optato per una linea totalmente sotterranea?
La vecchia ferrovia era una specie di Muro di Berlino che tagliava in due le città sulla costa, ma quella nuova non è molto migliore. La viabilità di alcune valli è stata sconvolta (e questo non significa "migliorata"), le strade "temporanee" stanno diventando permanenti (spero non siano "temporanee" come la ferrovia precedente) ed il traffico di veicoli pesanti è quasi intollerabile, specie sulle nostre stradine. Naturalmente chi ha deciso la dislocazione della nuova ferrovia non vive qui...
Spero di potervi mostrare una foto della nuova ferrovia prima che la fotografia digitale diventi obsoleta.
La foto è stata fatta con la focale fissa Jupiter 21M, 200/4 a f:8 su cavalletto vibrante (c'era un altro rullo compressore come quello nella foto che lavorava proprio sotto di me).
Coachwork by Bertone
Designed by Count Mario Reveli di Beaumont, this car is the 22nd example of some 35 units bodied by Carrozzeria Bertone and is fitted with the rare supercharger specially made for Fiat. It was raced in the USA, where these cars were nicknamed "Baby Ferraris" because they were small, fast and (mostly) red. This car was found in 2011 in a garden in Oakland, California.
Class II : Post-war Closed Cars (?)
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
Il vecchio Dynapac svolge ancora la sua funzione in cantiere...
Provincia di Padova, 09-05-2015
------------------------------
The old Dynapac still performs its function in the construction site....
Province of Padua (Italy), 09-Sept-2015
OM TITANO cc 11.150 e 206 Cv nel 1969 a ROMA con un carico di Orzo il camionista è CORRADO . Il TITANO in Foto ha motore dotato di compressore volumetrico .
OM TITAN 11,150 cc and 206 hp in 1969 in Rome, with a cargo of barley is the truck driver CORRADO. Photos in the Titan's engine with a supercharger.
Alfa Romeo 8C
From Wikipedia, the free encyclopedia
This article is about 1930s Alfa Romeo 8C. For the current sports coupe, see Alfa Romeo 8C Competizione.
Alfa Romeo 8C
Alfa romeo 8C.jpg
Alfa Romeo 8C 2900A (1936)
Overview
ManufacturerAlfa Romeo
Production1931–1939
Body and chassis
ClassLuxury car, Sports car, Racing car
LayoutFR layout
Powertrain
Engine2.3 L 2336 cc I8
2.6 L 2556 cc I8
2.9 L 2905 cc I8
(road cars)
The Alfa Romeo 8C name was used on road, race and sports cars of the 1930s. The 8C means 8 cylinders, and originally referred to a straight 8-cylinder engine. The Vittorio Jano designed 8C was Alfa Romeo's primary racing engine from its introduction in 1931 to its retirement in 1939. In addition to the two-seater sports cars it was used in the world's first genuine single-seat Grand Prix racing car, the Monoposto 'Tipo B' - P3 from 1932 onwards.[1] In its later development it powered such vehicles as the twin-engined 1935 6.3-litre Bimotore, the 1935 3.8-litre Monoposto 8C 35 Type C, and the Alfa Romeo 8C 2900B Mille Miglia Roadster. It also powered top-of-the-range coach-built production models. In 2004 Alfa Romeo revived the 8C name for a V8-engined concept car which has made it into production for 2007, the Alfa Romeo 8C Competizione.
Contents [hide]
1 History
2 Models
2.1 1931 8C 2300
2.2 1931 8C 2300 Le Mans type
2.3 1933 8C 2600
2.4 1935 Monoposto 8C 35 Type C
2.5 1935 Bimotore
2.6 8C 2900
2.6.1 1938 8C 2900B Mille Miglia Roadster
2.6.2 1938 8C 2900B Le Mans Speciale
3 References
3.1 Sources
4 External links
History[edit]
In 1924, Vittorio Jano created his first straight-eight-cylinder engine for Alfa Romeo, the 1987 cc P2, with common crankcase and four plated-steel two-cylinder blocks, which won the first World Championship ever in 1925. Although it was a straight-8, the 8C designation was not used.
Alfa Romeo 8C 2300 Spider Corsa 1932
Alfa Romeo 8C 2900B Touring Spider 1937 in 2005 Pebble Beach Concours d'Elegance.
The 8C engine, first entered at the 1931 Mille Miglia road race through Italy,[2] had a common crankcase, now with two alloy four-cylinder blocks, which also incorporated the heads. The bore and stroke (and hence rods, pistons and the like), were the same as the 6C 1750 (bore: 65 mm, stroke: 88 mm 2,336 cc). There was no separate head, and no head gasket to fail, but this made valve maintenance more difficult. A central gear tower drove the overhead camshafts, superchargers and ancillaries. As far as production cars are concerned, the 8C engine powered two models, the 8C 2300 (1931–1935) and the even more rare and expensive 8C 2900 (1936–1941), bore increased to 68 mm and stroke to 100 mm (2,905 cc).
At the same time, since racing cars were no longer required to carry a mechanic, Alfa Romeo built the first single seater race car. As a first attempt, the 1931 Monoposto Tipo A used a pair of 6-cylinder engines fitted side by side in the chassis.[3] As the resulting car was too heavy and complex, Jano designed a more suitable and successful racer called Monoposto Tipo B (aka P3) for the 1932 Grand Prix season. The Tipo B proved itself the winning car of its era, winning straight from its first outing at the 1932 Italian Grand Prix, and was powered with an enlarged version of the 8C engine now at 2,665 cc, fed through a pair of superchargers instead of a single one.
1933 ex-Scuderia Ferrari Alfa Romeo 8C 2600 Monza in unusual color.
1938 Alfa Romeo 8C 2900B Touring Berlinetta, winner of the first race at Watkins Glen in 1948, Pebble Beach Concours d'Elegance "Best of Show" 2008 and Concorso d'Eleganza Villa d'Este "Best of Show" 2009.[4][5]
Initially, Alfa Romeo announced that the 8C was not to be sold to private owners, but by autumn 1931 Alfa sold it as a rolling chassis in Lungo (long) or Corto (short) form with prices starting at over £1000. The chassis were fitted with bodies from a selection of Italian coach-builders (Carrozzeria) such as Zagato, Carrozzeria Touring, Carrozzeria Castagna, Pininfarina and Brianza, even though Alfa Romeo did make bodies. Some chassis were clothed by coach-builders such as Graber, Worblaufen and Tuscher of Switzerland and Figoni of France. Alfa Romeo also had a practice of rebodying cars for clients, and some racing vehicles were sold rebodied as road vehicles. Some of the famous first owners include Baroness Maud Thyssen of the Thyssen family, the owner of the aircraft and now scooter company Piaggio Andrea Piaggio, Raymond Sommer, and Tazio Nuvolari.
Models[edit]
1931 8C 2300[edit]
The first model was the 1931 '8C 2300', a reference to the car's 2.3 L (2336 cc) engine, initially designed as a racing car, but actually produced in 188 units also for road use. While the racing version of the 8C 2300 Spider, driven by Tazio Nuvolari won the 1931 and 1932 Targa Florio race in Sicily, the 1931 Italian Grand Prix victory at Monza gave the "Monza" name to the twin seater GP car, a shortened version of the Spider. The Alfa Romeo factory often added the name of events won to the name of a car.
1931 8C 2300 Le Mans type[edit]
2300 engine with Roots supercharger.
'8C 2300 tipo Le Mans' was the sport version of the '8C 2300' and it had a successful debut in the 1931 Eireann Cup driven by Henry Birkin. It won the 24 Hours of Le Mans in 1931 (Howe-Birkin); 1932 (Chinetti-Sommer); 1933 (Nuvolari-Sommer) and 1934 (Chinetti-Etancelin).
The 8C 2300 Le Mans model on display at the Museo Alfa Romeo was bought by Sir Henry Birkin in 1931 for competition use, but it is not the car in which Birkin and Howe won the 1931 Le Mans 24 hours.
1933 8C 2600[edit]
In 1933 the supercharged dual overhead cam straight-8 engine, enlarged (bore: 68 mm, stroke: 88 mm, 2557 cc) to 2.6 litres ('8C 2600') for the Tipo B, was fitted to the Scuderia Ferrari 8C Monzas. Scuderia Ferrari had become the "semi-official" racing department of Alfa Romeo, who were no longer entering races as a factory effort due to the poor economic situation of the company. With the initial 215 hp of the 2.6 engine, the Monoposto Tipo B (P3) racer could accelerate to 60 mph (97 km/h) in less than 7 seconds and could eventually reach 135 mph (217 km/h). For 1934 the race engines became 2.9 litres.
Tazio Nuvolari won the 1935 German GP at the Nürburgring at the wheel of a 3.2 L[6] Tipo B against the more powerful Silver Arrows from Mercedes-Benz and Auto Union.
1935 Monoposto 8C 35 Type C[edit]
Alfa Romeo Monoposto Type C[7]
Alfa-Romeo-2900-Scuderia-Ferrari-maroon-fa-lr.png
Alfa Romeo 8C-35 Scuderia Ferrari
Overview
ManufacturerAlfa Romeo
Also calledAlfa Romeo 8C 35
Production1935–1939
AssemblyItaly
DesignerVittorio Jano
Body and chassis
ClassRacing car
Body styleMonoposto (single seat) open wheeler
LayoutMulti-plate clutch at engine, four-speed Stirnsi rear transaxle.
PlatformLight gauge welded box-section frame with all independent suspension
Powertrain
EngineSupercharged 3822 cc straight eight twin overhead cam
TransmissionUnsynchronised rear transaxle four-speed with reverse gear
Dimensions
Wheelbase108.2 inches (2748.28 mm)
Length169.3 inches (4300 mm) including starting handle
Width34.0 inches (863.6 mm) cockpit
Height48.0 inches (1219.2 mm) cowl 52.0 inches (1320.8 mm) windscreen
Curb weight1646 lb (746.613 kg) unladen
Chronology
PredecessorAlfa Romeo Monoposto 8C Type B
SuccessorAlfa Romeo Monoposto 12C 37
Eight 3.8-litre versions, sharing no castings with the earlier blocks, were individually built for racing in five months, most being used in the Alfa Romeo Monoposto 8C 35 Type C, as raced by Scuderia Ferrari. (The P3 designation was dropped.) The 3.8 produced 330 bhp (246 kW) at 5500 rpm, and had 320 lb·ft (434 N·m) from 900 rpm to 5500 rpm.[8] It had 15.5-inch drum brakes all round, using Pirelli 5.25 or 5.50 x 19 tyres at the front and 7.00 or 7.50 x 19 tyres at the rear. Though not a match for the big Mercedes and Auto Union on the faster circuits, they came into their own on the tighter circuits and races. In 1936 Tipo Cs fitted with the troublesome V12 did not live up to expectations, and the 3.8 continued to be used. From 1933 Scuderia Ferrari had managed the racing, and the Ferrari prancing horse appeared on the flanks of the Bimotore, but Alfa Corse began to become more active, and Vittorio Jano went at the end of the 1937 season.[7] In 1938 four Alfa Romeo Tipo 308 racers were built for the three-litre class using 8C engines.
On September 14, 2013, a former Scuderia Ferrari 8C 35, in which Tazio Nuvolari had won the 1936 Coppa Ciano, was sold for £5.9 million; a new world record price for any Alfa Romeo. It was sold by the Bonhams auction house in its Goodwood Revival Meeting Sale in England.[9] The car in question was the ex-Hans Ruesch, ex-Dennis Poore car,[10] which had been one of the early stars of racing at the Goodwood Motor Circuit 1948-55.
1935 Bimotore[edit]
1935 Alfa Romeo Bimotore Scuderia Ferrari
In 1935, to compete with Mercedes Benz and Auto Union, Enzo Ferrari (Race team manager) and Luigi Bazzi (Designer) built a racer with two 3.2 (3.165-litre) engines, one in the front and one in the rear, giving 6.3 litres and 540 bhp (403 kW). The drivetrain layout was unusual. The two engines were connected by separate driveshaft to a gearbox with two input shafts, and two angled output shafts, so each of the rear wheels had its own driveshaft. It could never quite succeed against the Mercedes W25 B of Rudolf Caracciola, and was hard on fuel and tyres. The gain in speed was offset by increased pit times. On May 12, 1935, two were entered in the Tripoli Grand Prix driven by Nuvolari and Chiron who finished fourth and fifth. Chiron managed a second at the following 1935 Avus race. On June 16, 1935 Nuvolari drove a specially prepared Bimotore from Florence to Livorno and set a new speed record 364 km/h (226 mph) with an average speed of over 323 km/h (201 mph). After that it was sidelined in favour of the Tipo C.[11] It was the first racer to use the Dubonnet independent trailing arm front suspension. The V12 was under development, but was not race ready. It was noticed that the Bimotore had a traction advantage on rough ground, so a version of the Bimotore chassis with the independent Dubonnet front end, and a new independent rear with swing axles with radius rods and a transverse leaf spring was used for the Tipo C 3.8s.
8C 2900[edit]
Alfa Romeo 8C 2900
1938 Alfa Romeo 8C 2900 B Lungo.jpg
1938 Alfa Romeo 8C 2900 B Lungo with Carrozzeria Touring Superleggera body
Overview
ManufacturerAlfa Romeo
Production1935–1938
AssemblyItaly
Body and chassis
ClassSports car/Racing car
Body style2-seat roadster
2-seat coupe
LayoutEngine-mounted multi-plate clutch, rear transaxle.[12]
PlatformLight gauge welded box-section frame with all independent suspension
RelatedAlfa Romeo 8C 35
Powertrain
EngineSupercharged 2,905 cc (177.3 cu in) DOHC straight-eight engine
TransmissionUnsynchronised four-speed rear transaxle with reverse gear
Dimensions
Wheelbase2900A: 2,718 mm (107.0 in)
2900B Corto: 2,799 mm (110.2 in)
2900B Lungo: 3,000 mm (118.1 in)
The 8C 2900 was designed to compete in sports car races in general and the Mille Miglia in particular. It used the 2.9 L version of the 8C engine and was based on the 8C 35 Grand Prix racing chassis.[13][14][15] As such, it had an inline 8-cylinder 2.9-litre engine using two Roots type superchargers fed by two updraught Weber carburettors[16] and fully independent suspension with Dubonnet-type trailing arm suspension with coil springs and hydraulic dampers at front and swing axles with a transverse leaf spring at the rear.[12][14][17]
1936 Alfa Romeo 8C 2900A roadster.
The 8C 2900A was shown to the public at the 1935 London Motor Show and was advertised for sale there.[14] The engine, with a compression ratio of 6.5:1 and a stated power output of 220 bhp (160 kW) at 5300 rpm, was detuned from the Grand Prix racing version.[18] Ten 2900As were built, five in 1935 and five in 1936.[19]
Scuderia Ferrari entered three 8C 2900As in the 1936 Mille Miglia and again in the 1937 Mille Miglia. In 1936 they finished in the top three positions, with Marquis Antonio Brivio winning, Giuseppe Farina finishing second, and Carlo Pintacuda finishing third.[18] In 1937 they finished in the top two positions, with Pintacuda winning and Farina finishing second; the third 2900A, driven by Clemente Biondetti, did not finish.[19] The 8C 2900A also won the 1936 Spa 24 Hours with Raymond Sommer and Francesco Severi.[18]
The 8C 2900B began production in 1937. The 2900B design made some concessions to comfort and reliability. The engine was detuned further, having a compression ratio of 5.75:1 and a stated power output of 180 bhp (130 kW) at 5200 rpm. The 2900B chassis was available in two wheelbases:[19] the Corto (short) at 2,799 mm (110.2 in),[20][21] which was longer than the 2900A's 2,718 mm (107.0 in) wheelbase,[21] and the Lungo (long) at 3,000 mm (118.1 in).[22][21] The wheels of the 2900B had 19-inch rims[17] fitted with 17-inch (432 mm) hydraulic drum brakes.[12] Thirty-two 2900Bs were built in regular production, ten in 1937, and twenty-two in 1938. Another 2900B was assembled from parts in 1941. Most of these cars were bodied by Carrozzeria Touring, although a few were bodied by Pininfarina[19]
An 8C 2900 with Pininfarina cabriolet bodywork was auctioned for US$4,072,000 by Christie's at Pebble Beach, California. This was the tenth highest price ever paid for a car at auction at the time.[23]
1938 8C 2900B Mille Miglia Roadster[edit]
Alfa Romeo 8C 2900B Mille Miglia Roadster
1938 Alfa Romeo 8C 2900 Mille Miglia 34 3.jpg
2nd place car in 1938 Mille Miglia, driven by Carlo Pintacuda.
CategorySports car racing
ConstructorAlfa Romeo
Designer(s)Engine: Vittorio Jano
Body: Carrozzeria Touring
PredecessorAlfa Romeo 8C 2900A
Technical specifications[12]
ChassisLight gauge welded box-section frame
Suspension (front)Trailing arms, coil springs, telescopic shock absorbers in oil-filled cylinders
Suspension (rear)Swing axles located by radius arms and tranverse leaf spring, telescopic shock absorbers
Length176.4 in (448.1 cm)
Height42.2 in (107.2 cm) at cowl,
48.0 in (121.9 cm) at windscreen
Axle track53.1 in (134.9 cm) front and rear
Wheelbase110.2 in (279.9 cm)
EngineAlfa Romeo 8C 2900 2,905 cc (177.3 cu in) Straight-8 Twin Roots superchargers front-mounted, behind rear axle
Transmissionfour-speed + reverse unsynchronised manual rear transaxle
Weight1,250 kg (2,755.8 lb)[24]
Tyres5.5-inch (140 mm) Pirelli Corsa front and rear
Competition history
Notable entrantsAlfa Corse
Notable driversClemente Biondetti
Carlo Maria Pintacuda
Giuseppe Farina
Eugenio Siena
Francesco Severi
Debut1938 Mille Miglia
The Alfa Romeo 8C 2900B MM that won the 1938 Mille Miglia driven by Clemente Biondetti. Simeone Foundation Automotive Museum, Philadelphia,PA, USA
In 1938, Alfa Corse, an in-house racing team for Alfa Romeo, took over the activities of Scuderia Ferrari, along with many of their personnel, including Enzo Ferrari. Alfa Corse prepared four 8C 2900B Corto cars for the 1938 Mille Miglia.[25] These used Carrozzeria Touring Superleggera roadster bodies.[25][26] Three of these cars had their engines tuned to give 225 bhp (168 kW),[17] while the fourth, assigned to Biondetti, had an engine from an Alfa Romeo Tipo 308 Grand Prix car, which delivered 295 bhp (220 kW)[27][28] The cars finished in the top two positions, with Biondetti winning and Pintacuda finishing second[25] after leading the race from Piacenza to Terni where his brakes locked up.[29] The other two 8C 2900B Mille Miglia roadsters did not finish; Farina crashed and Eugenio Siena had a blown engine. Piero Dusio finished third in a privately entered 8C 2900A.[25] One of the 2800B Mille Miglia roadsters later won the 1938 Spa 24 Hours with Pintacuda and Severi driving.[30]
Phil Hill competed in several west coast United States races in Pintacuda's car in 1951 before driving for Ferrari.[12][31]
1938 8C 2900B Le Mans Speciale[edit]
Alfa Romeo 8C 2900B Le Mans
Alfa Corse also prepared and entered a single 8C 2900B, chassis number 412033, for the 1938 Le Mans.[32] The car featured a streamlined coupé body[32] at a time when Le Mans racers were almost always open cars.[citation needed] The aerodynamic coupé was built by Carrozzeria Touring.[32] In 1987, an Italian magazine had the car tested at the Pininfarina wind tunnel, where a Cx of 0.42 was measured, down to 0.38 with air intakes closed.[33] The coupé, driven by Sommer and Biondetti, led for most of the race, but tyre trouble was then followed by a dropped valve. The car was driven to the pits, but had to retire there. At the time the valve dropped, the coupé had a lead of more than 160 km over the next car.[25]
This was the only time the coupé was raced by Alfa Corse. After the war, it was entered in minor races under private ownership, was then displayed at the Donington museum from the 1960s before being added in 1987 to the Alfa Romeo museum, which now runs it at many events.
References[edit]
Jump up ^ "Alfa Romeo P3". ddavid.com. Archived from the original on 13 September 2007. Retrieved 2007-09-04.
Jump up ^ Moore 2000, p. [page needed]
Jump up ^ Fusi 1982, p. [page needed]
Jump up ^ Strieber 2008.
Jump up ^ "2009 Concorso d’Eleganza Villa d’Este". sportscardigest.com. 2009. Retrieved 2012-06-07.
Jump up ^ See article by Simon Moore in MotorSport (UK) May 2008 p94
^ Jump up to: a b [1] VsrnOnline MCT Scale Plan Series Number Five, 1935-37 8C 35, 12C 36 and 12C 37 Alfa Romeos, Pages 6 & 7(retrieved January 1, 2007)
Jump up ^ "Alfa 8C 35". Classic and Sportscar: 75. March 1997. ISSN 0263-3183.
Jump up ^ Reyburn 2013.
Jump up ^ "Bonhams Goodwood Revival 2013 – Auction Results". Sports Car Digest. September 14, 2013. Archived from the original on 2013-09-15. Retrieved 2013-11-14.
Jump up ^ [2] AtlasF1.autosport.com Bimotore (retrieved January 1, 2007)
^ Jump up to: a b c d e Thompson 1965, p. 73.
Jump up ^ Thompson 1965, pp. 34–35, 73.
^ Jump up to: a b c Hull & Moore 1973, p. 179.
Jump up ^ Moore 1986, p. [page needed]
Jump up ^ ConceptCarz.com Alfa Romeo 8C 2900B (retrieved January 1, 2007)
^ Jump up to: a b c Hill 1989, p. 173.
^ Jump up to: a b c Hull & Moore 1973, p. 180.
^ Jump up to: a b c d Hull & Moore 1973, p. 181.
Jump up ^ Thompson 1965, p. 34.
^ Jump up to: a b c Hill 1989, p. 176.
Jump up ^ Thompson 1965, pp. 34–35.
Jump up ^ Lombard 2006.
Jump up ^ "Five decades of speed". Thoroughbred and Classic Cars: 44. December 1996. ISSN 0143-7267.
^ Jump up to: a b c d e Hull & Moore 1973, p. 182.
Jump up ^ Hill 1989, pp. 170, 172.
Jump up ^ Vorderman 1973, p. 190.
Jump up ^ "Alfa 8C-2900B MM". Classic and Sportscar: 192. April 2007. ISSN 0263-3183.
Jump up ^ Vorderman 1973, p. 191.
Jump up ^ Hull & Moore 1973, pp. 182–183.
Jump up ^ Hill 1989, pp. 170–171.
^ Jump up to: a b c Hull & Moore 1973, p. 187.
Jump up ^ Ruoteclassiche N°1, November 1987
Wikimedia Commons has media related to 1938 Alfa Romeo 8C 2900 Mille Miglia.
Sources[edit]
Fusi, Luigi (1982). Alfa Romeo Tipo A Monoposto. Milano: Emmeti Grafica.
Hill, Phil (May 1989). Bryant, Thos L., ed. "Salon: 1937 Alfa Romeo 82 2900B Touring Spider". Road & Track (Newport Beach CA USA: Diamandis Communications) 40 (9): 170–176. ISSN 0035-7189.
Hull, Peter; Moore, Simon (1973). Vorderman, Don, ed. "The Immortal Alfa Romeo "Two-Nine"". Automobile Quarterly (New York, NY USA: Automobile Quarterly) XI (2 – Second Quarter): 178–187. LCCN 62-4005.
Lombard, Stefan (2006-07-28). "Most Expensive Collectible Cars – No. 10: 1937 Alfa Romeo 8C 2900". Connoisseur's Guide – Most Expensive Collectible Cars. Forbes.com. Archived from the original on 2010-03-24. Retrieved 2012-02-18.
Menon, Sujatha, ed. (2004). Super Cars, Classics of Their Time. Quintet Publishing. ISBN 0-7607-6228-7.
Moore, Simon (1986). The Immortal 2.9. Seattle: Parkside Publication. ISBN 978-0-9617266-0-7.
Moore, Simon (2000). The Legendary 2.3. Seattle: Parkside Publication. ASIN B0006RRSAM. ISBN 9780961726607.
Reyburn, Scott (Sep 14, 2013). "Ferrari-Team Alfa Races to Auction Record $9.37 Million". Bloomberg. Bloomberg. Archived from the original on 2013-09-17. Retrieved 2013-11-14.
Strieber, Andrew (August 18, 2008). "Best of the Best: 1938 Alfa Romeo 8C 2900B wins Pebble Beach "Best of Show"". wot.motortrend.com. Archived from the original on July 23, 2012. Retrieved 2009-03-12.
Thompson, Jonathan (February 1965). "Scale Plan Series – The 1938 Alfa Romeo 8C 2900B Mille Miglia Roadster – Number Nine". Model Car & Track 2 (2): 34–35, 73. Archived from the original on October 9, 2007. Retrieved January 1, 2007.
Vorderman, Don, ed. (1973). "Living Legends: Alfa Romeo 8C 2900 B Mille Miglia Spider". Automobile Quarterly (New York, NY USA: Automobile Quarterly) XI (2 – Second Quarter): 188–195. LCCN 62-4005.
External links[edit]
Wikimedia Commons has media related to Alfa Romeo 8C.
Alfa Romeo 8C-35. Information on Alfa Romeo 8C-35 #50013 (post-war);
vsronline.com Page 3. A modellers plan website; featuring Jonathon Thompson's plans for the 1938 Alfa Romeo 8C 2900B Mille Miglia Roadster, front, rear, and RH side views, as used in Simon Moore's book, "The Immortal 2.9"
vsronline.com Page 4. The LH side and above views of the above mentioned plans. The other pages not linked here are readable .jpg s of an article on the Mille Miglia Roadster.
L'Alfa Romeo 8C è stata progettata da Vittorio Jano nel 1930 ed è una delle più famose vetture dell'Alfa Romeo. È stata prodotta dal 1931 al 1939 in diversi modelli i cui nomi richiamavano la cilindrata del motore. Fu prodotta sia in versione da strada che da competizione. La sigla "8C", derivante dal fatto che il motore era a 8 cilindri, è stata ripresa per il modello 8C Competizione, che è stato presentato al Salone dell'automobile di Francoforte nel 2003.
Indice [nascondi]
1 Storia
2 I modelli
2.1 8C 2300
2.2 8C 2300 tipo Le Mans
2.3 8C 2600
2.4 8C 2900
3 La 8C nei media
4 Note
5 Bibliografia
6 Voci correlate
7 Altri progetti
8 Collegamenti esterni
Storia[modifica | modifica wikitesto]
La 8C ha rappresentato lo stato dell'arte del livello tecnologico dell'Alfa Romeo negli anni '30: il motore a 8 cilindri in linea sovralimentato con compressore, progettato da Vittorio Jano, è stato un'icona per la casa milanese e ha ottenuto numerosissime vittorie sportive in tutto il mondo e in ogni categoria, dalla Mille Miglia alla Targa Florio, dalle corse Gran Prix alla 24 ore di Le Mans. Alte prestazioni, una grande tenuta di strada e una buona affidabilità erano le principali caratteristiche che hanno fatto di questo modello uno dei migliori della sua epoca.
Oltre alla 6C 1500, gli altri due modelli che negli anni trenta fecero dell'Alfa Romeo un marchio famoso in tutto il mondo anche per le auto da strada furono l'8C 2300 e l'8C 2900[1].
I modelli[modifica | modifica wikitesto]
L' Alfa Romeo 8C 2900
8C 2300[modifica | modifica wikitesto]
La prima versione della vettura, che fu prodotta dal 1931 al 1935, montava un propulsore da 2.300 cm³ di cilindrata, da qui la sigla 8C 2300; vettura progettata inizialmente solo per le corse, dominò nel 1931 e nel 1932 la Targa Florio con alla guida Tazio Nuvolari. Il suo dominio nella corsa siciliana proseguì, con le versioni successive del modello fino al 1935. Venne soprannominata Monza per la sua vittoria al Gran Premio d'Italia ma le sue vittorie in quegli anni furono svariate, in tutte le maggiori competizioni del tempo, come la Mille Miglia e la 24 ore di Le Mans. Della vettura ne furono prodotti 188 esemplari per uso stradale.
8C 2300 tipo Le Mans[modifica | modifica wikitesto]
È la versione sportiva della 8C 2300 ed ha avuto un debutto vincente, nel 1931 alla Eireann Cup guidata da Henry Birkin. Questa vettura ha vinto per 4 edizioni consecutive la 24 ore di Le Mans: nel 1931 (Howe-Birkin), nel 1932 (Chinetti-Sommer), nel 1933 (Nuvolari-Sommer) e nel 1934 (Chinetti-Étancelin).
La 8C 2300 tipo Le Mans del Museo Alfa Romeo è stata acquistata nel 1931 da Sir Henry Birkin che, insieme a Lord Howe, ma su un’altra vettura dello stesso modello, ha vinto la 24 ore di Le Mans. Henry Birkin ha comunque guidato la 8C 2300, oggi del Museo Alfa Romeo, in altre competizioni.
8C 2600[modifica | modifica wikitesto]
Nel 1933 la versione sovralimentata e ingrandita del motore della P3 fu installato su una 8C. Tale propulsore possedeva una cubatura di 2.600 cm³ e quindi il modello risultante, che venne destinato alle competizioni, fu denominato 8C 2600.
8C 2900[modifica | modifica wikitesto]
L'ultima della serie, prodotta dal 1936 al 1939 e conosciuta come 8C 2900 Mille Miglia, presentava un aumento della cubatura sino a 2.900 cm³. La 8C 2900 B "berlinetta" fu una vettura da competizione realizzata nel 1939 e di proprietà del Museo storico Alfa Romeo. Accanto a queste versioni da gara, furono realizzati dei modelli da strada che erano caratterizzati da interni ricercati, dimensioni imponenti e da una linea elegante[2].
La 8C nei media[modifica | modifica wikitesto]
La 8C compare tra le vetture del videogioco arcade Mille Miglia: Great 1000 Miles Rally della Kaneko.
Note[modifica | modifica wikitesto]
^ Tabucchi, 2010, pag. 68.
^ Owen, 1985, pag. 39.
Bibliografia[modifica | modifica wikitesto]
Maurizio Tabucchi, Alfa Romeo 1910 - 2010, Milano, Giorgio Nada Editore, 2010, ISBN 978-88-7911-502-5.
David Owen, Grandi Marche - Alfa Romeo, Milano, Edizioni Acanthus, 1985, ISBN non esistente.
Voci correlate[modifica | modifica wikitesto]
Alfa Romeo Monoposto 8C 35
Altri progetti[modifica | modifica wikitesto]
Collabora a Commons Commons contiene immagini o altri file su Alfa Romeo 8C
Collegamenti esterni[modifica | modifica wikitesto]
Articolo della rivista Ruoteclassiche
(EN) L'Alfa Romeo 8C 2300 su www.ultimatecarpage.com
ALL RIGHT RESERVED
All material in my gallery MAY NOT be reproduced, copied, edited, published, transmitted or uploaded in any way without my permission
LA DISCOTECA IN STRADA
D’estate la musica all’aperto può diventare un problema, creare fastidi e persino contenziosi fra le attività e i vicini di casa. Dal punto di vista legale la musica è vista come il rumore, la musica quindi può essere perseguita come fosse il rumore di un compressore dietro una officina, sia dal Comune, sia dalla Procura della Repubblica e sia dal Tribinale Civile.
Tutti gli eventi temporanei (feste di paese, feste della birra, festival, cinema all’aperto, etc.) devono avere un permesso in deroga ai limiti acustici, firmato dal Sindaco o da suo delegato. Ogni comune può regolamentarsi autonomamente in tal senso (deve farlo con criterio per evitare attacchi legali in Tribunale). Senza permesso in deroga, la forza pubblica quando arriva, spegne gli impianti della festa.
Note tratte da:
-----------------------------------------------------------
THE DISCO IN THE STREET
In the summer, outdoor music can become a problem, create annoyances and even disputes between businesses and neighbors. From a legal point of view, music is seen as noise, therefore music can be prosecuted as if it were the noise of a compressor behind a workshop, both by the Municipality, by the Public Prosecutor's Office and by the Civil Court.
All temporary events (village fetes, beer festivals, festivals, open-air cinema, etc.) must have a permit in derogation from the acoustic limits, signed by the Mayor or his delegate. Each municipality can regulate itself independently in this sense (it must do so with criteria to avoid legal attacks in the Court). Without a permit in derogation, when the public force arrives, it shuts down the party facilities.
CANON EOS 6D Mark II con ob. CANON EF 70-300 f./4-5,6 IS USM
L'IMAM Ro.41 era un caccia monomotore biplano prodotto dall'azienda italiana Industrie Meccaniche Aeronautiche Meridionali Spa negli anni trenta ed utilizzato principalmente dalla Regia Aeronautica dal 1935 nel ruolo di addestratore nelle proprie scuole di volo.
All'inizio degli anni trenta il Ministero dell'Aeronautica si trovò nell'esigenza di rinnovare la flotta di caccia in dotazione alla Regia Aeronautica, basati fino ad all'ora sui Fiat C.R.20che stavano per giungere alla fine della loro carriera operativa. La IMAM, società appena acquisita dalla Società Italiana Ernesto Breda, affidò il compito di disegnare un velivolo che potesse rispondere alla richiesta all'ingegnere Giovanni Galasso, il quale, con l'aiuto dell'Ing. Pietro Callerio, del P.I. Otello Bucarelli e del P.A. Arturo Ferrara, progettò un biplano leggero monoposto caratterizzato dall'ala superiore con configurazione a gabbiano, il Ro.41.
Il prototipo, equipaggiato con un motore Piaggio P.VII, venne portato in volo per la prima volta dal pilota Nicolò Lana il 16 giugno 1934 dalla pista dell'aeroporto di Napoli-Capodichino il quale attestò le buone caratteristiche di base del velivolo, apprezzandone l'agilità e la velocità di salita. Al primo prototipo ne seguì un secondo, MM.281, che venne testato il 31 gennaio 1935 davanti alla commissione esaminatrice della Regia Aeronautica e che venne preso in carico dalla stessa alla fine delle prove.
Il terzo prototipo venne realizzato nei mesi successivi ed equipaggiato con un motore Piaggio P.VII C.45 dotato di compressore a due stadi e capace di erogare una potenza pari a 390 CV alla quota di 4 000 m. Quest'ultimo rappresentava lo sviluppo definitivo e presentato per l'ultima valutazione la commissione ritenne il progetto maturo per la produzione in serie. Il Ministero emanò quindi un ordine per l'iniziale fornitura di 50 esemplari (MM.2907-2956), il primo dei quali venne assegnato ai reparti operativi entro la fine dell'anno.
Al momento dell'entrata in produzione però il Ministero aveva già espresso il parere che il nuovo Fiat C.R.32 fosse più adatto a ricoprire il ruolo del predecessore, comunque riconoscendo la bontà del progetto presentato dall'azienda napoletana ritenne di riassegnare il ruolo del Ro.41 a quello di addestratore da utilizzare nelle proprie scuole di volo di 1° periodo, affiancando e gradatamente sostituendo gli oramai superati Breda Ba.25, e per l'allenamento acrobatico.
Nel 1937 all'originario monoposto venne affiancata anche la versione biposto, più adatta alla formazione dei piloti. Esteticamente identica alla prima a parte la presenza del secondo abitacolo risultava anche leggermente più lunga di 90 cm.
Prodotto principalmente negli stabilimenti napoletani della IMAM, fu costruito su licenza anche dalla Agusta, che continuò a produrli anche nel dopoguerra, e dalla AVIS diCameri. Gli esemplari totali, realizzati nei tre stabilimenti nel periodo 1935-1949, alla fine risultano 743, tra i quali 510 monoposto e 233 biposto.[1]
Allo scoppio della seconda guerra mondiale, la Regia Aeronautica lo aveva principalmente già relegato al ruolo di addestratore nelle scuole di volo italiane ma le esigenze belliche ne reintegrarono l'originario ruolo di caccia. Assegnato in pochi esemplari al 50º Stormo basato a Tobruk, operò nel teatro nordafricano dal luglio 1939 essenzialmente per sopperire alla mancanza di velivoli più efficienti costretti a terra per manutenzione. In quelle poche occasioni venne utilizzato in missioni di protezione ai centri abitati ed aeroporti, trovandosi a sostenere qualche sporadico combattimento.
Al termine del conflitto i velivoli sopravvissuti vennero utilizzati nelle scuole di volo della rifondata Aeronautica Militare fino alla fine della loro vita operativa.
Il Ro.41 venne inizialmente impiegato nel ruolo di caccia durante la guerra di Spagna dai volontari italiani arruolatisi nell'Aviazione Legionaria a supporto delle forze franchiste. Alcuni degli esemplari vennero impiegati nelle scuole di caccia spagnole dal 1937 e rimasero a fianco della neocostituita Aviación Nacional fino alla fine del conflitto. Con la fine delle ostilità e la fondazione dell'Ejército del Aire, il Ro.41 finì la sua carriera operativa con i colori ispanici nel 1950.
Il modello realizzato in Italia completamente a mano dalla ditta Piazzai Models di Arona –NO – da personale altamente specializzato è in scala 1:32
The IMAM Ro.41 was an Italian light biplane fighter aircraft, serving in the Regia Aeronautica in the 1930s-1940s, mainly as a trainer.
It was a singular aircraft, being obsolescent as a fighter when it first appeared in 1934, but despite this it was used as such until 1940. The Luftwaffe showed an interest in it as a trainer, even though German first line fighters were completely different. The Ro.41 is almost unknown, compared to many other Italian aircraft, despite being one of the most numerous produced, in its 16-year career.
The IMAM Ro.41 had its origins in the aircraft division of OFM (Officine Ferroviarie Meridionali). In 1929 Alessandro Tonini, the chief designer, had serious health problems and was replaced by Giovanni Galasso. This company, based in Naples, was taken over by Breda in 1935, and so Galasso's new aircraft designs received the IMAM designation of this company. One of the first was the Ro.41, flight tested by Niccolò Lana at Capodichino airfield on 16 June 1934.
The first prototype was fitted with a Piaggio P.VII engine, and showed itself to be very agile, with excellent climb performance, and no noticeable vices. The second prototype, MM.281, was tested 31 January 1935, and taken on strength with the Regia Aeronautica.
The third prototype had a Piaggio P.VII C.45 with two-stage compressor, giving 390 hp at 4,000 m. This was the definitive version of this aircraft, and fifty aircraft, numbers MM.2907-2956, were ordered. This first series was put in service in July 1935.
A biplane, with the lower wing smaller than the upper, the Ro.41 was of mixed construction, the fuselage of chrome-molybdenum steel frame, covered in fabric. Duralumin covered the bottom and upper fuselage, and also the engine cowling. The wings were made of wood covered with fabric. There was a fixed undercarriage.
The engine gave a theoretical 425 hp at ground level, 450 hp at 1,500 m, and 390 hp at 4,500 m, although it was much less in practice. The reliability was very good. A 176 litre fuel tank was inside the fuselage, near the engine, together with a 20 litre oil tank. The propeller was two-bladed and made of wood, later replaced by a metal two-blade model.
Armament, when fitted, consisted of two 7.7 mm Breda-SAFAT machine guns mounted inside the fuselage, with 850 cartridges.
This aircraft was designed as a fighter, but was underpowered even by mid-1930s standards. It resembled a small I-15, and was fairly agile. On tests it was able to reach an altitude of 1,000 metres in 1 minutes 32 seconds, 3,000 m in 3 min 47 sec, and 5,000 m in 7 min 34 sec, which was a much better climb rate than the standard Italian fighter, the Fiat CR.32 (3,000 m in 5 min 10 sec). It was also more manoeuvrable than the CR.32, and cost significantly less. However, a top speed of only 320 km/h was far too slow to make the Ro.41 a credible fighter, and the CR.32 had a better range, a better dive performance, was more heavily armed, and was already in service.
The Ro.41 found a role as a trainer aircraft, for which it was well-suited, and a series of 30 two-seat aircraft first flew in 1937. The Ro.41 replaced the Breda Ba.25, and soon another 264 single-seat and 66 two-seat models were ordered.
The Ro.41 was also proposed as light fighter. Twenty-eight were sent to Spain where, thanks to their high rate of climb, they acted as point-defence interceptors around Seville, though it appears that they did not score any victories.
It served in 5 and 50 Wing as a fighter bomber, before the Breda Ba.65 arrived. XVI Gruppo, 50 Stormo, had all its three squadrons equipped with Ro.41s. 163 Sqn was sent to Rodi and used the Ro.41 as a fighter until 1940. Twelve Ro.41s served with 160 Gruppo in 1939 and were used as first line fighters, though the Gruppo was based on CR.32s and CR.42s. From 10 August 1940 four Ro.41s of 159 Sqn, 12 Gruppo, 50 Assault Wing were flown from Tobruk as night fighters.
In its limited career as first line fighter the Ro.41 did not achieve any victories, and it is unlikely that it was ever involved in any air-combats. By this time even the CR.32 and CR.42s were obsolete, and the Ro.41s were only a stop-gap measure. Their real task was advanced training and despite the obsolete design they managed to be popular, reliable and cheap machines. They were also built by Agusta and AVIS.
The Ro.41bis, with a smaller wing and better performance was tested, but the CR.32 was already available for flying schools, and it was not a success. In September 1938 MM.3786 was sent to Uruguay to display the type, but no orders were placed.
Ro.41s were popular aircraft and for many years first line squadrons and flight schools operated it, until it became obsolete for first line use. One of the few changes was the fitting of the Piaggio P.VII RC.35 engine, that had a single-stage compressor which gave 500 hp at low level. Guns were seldom fitted, and two-seat versions had no weapons at all, and also carried less fuel.
Production numbered 726 aircraft by 1943. After the armistice the RSI's Aeronautica Nazionale Repubblicana operated some aircraft, and the Luftwaffe used them as trainers in Germany and France. Strangely no examples remained in Southern Italy, perhaps because flight schools, like Castiglione del Lago airfield, were in the central and northern Italy. Five ANR aircraft survived the war.
The Ro.41 was the first post-war aircraft to enter production when an order was sent to Agusta for 15 new aircraft (5 single and 10 two-seaters) and later ten more (7 single and 3 two-seaters). These aircraft had a wooden propeller, possibly spare parts still in store. They were painted silver, the new standard for Italian aircraft, instead of camouflage colours. Three of these machines formed the first acrobatic team of the Aeronautica Militare in 1947 at Padua. These aircraft were flown until 1950.
In total production reached 753 aircraft.
The model created as a single piece entirely handmade in Italy by skilled personnel is produced by the firm Piazzai Models of Arona - Novara, is a scale of 1: 32 and represents the true "Made in Italy”
L'IMAM Ro.41 era un caccia monomotore biplano prodotto dall'azienda italiana Industrie Meccaniche Aeronautiche Meridionali Spa negli anni trenta ed utilizzato principalmente dalla Regia Aeronautica dal 1935 nel ruolo di addestratore nelle proprie scuole di volo.
All'inizio degli anni trenta il Ministero dell'Aeronautica si trovò nell'esigenza di rinnovare la flotta di caccia in dotazione alla Regia Aeronautica, basati fino ad all'ora sui Fiat C.R.20che stavano per giungere alla fine della loro carriera operativa. La IMAM, società appena acquisita dalla Società Italiana Ernesto Breda, affidò il compito di disegnare un velivolo che potesse rispondere alla richiesta all'ingegnere Giovanni Galasso, il quale, con l'aiuto dell'Ing. Pietro Callerio, del P.I. Otello Bucarelli e del P.A. Arturo Ferrara, progettò un biplano leggero monoposto caratterizzato dall'ala superiore con configurazione a gabbiano, il Ro.41.
Il prototipo, equipaggiato con un motore Piaggio P.VII, venne portato in volo per la prima volta dal pilota Nicolò Lana il 16 giugno 1934 dalla pista dell'aeroporto di Napoli-Capodichino il quale attestò le buone caratteristiche di base del velivolo, apprezzandone l'agilità e la velocità di salita. Al primo prototipo ne seguì un secondo, MM.281, che venne testato il 31 gennaio 1935 davanti alla commissione esaminatrice della Regia Aeronautica e che venne preso in carico dalla stessa alla fine delle prove.
Il terzo prototipo venne realizzato nei mesi successivi ed equipaggiato con un motore Piaggio P.VII C.45 dotato di compressore a due stadi e capace di erogare una potenza pari a 390 CV alla quota di 4 000 m. Quest'ultimo rappresentava lo sviluppo definitivo e presentato per l'ultima valutazione la commissione ritenne il progetto maturo per la produzione in serie. Il Ministero emanò quindi un ordine per l'iniziale fornitura di 50 esemplari (MM.2907-2956), il primo dei quali venne assegnato ai reparti operativi entro la fine dell'anno.
Al momento dell'entrata in produzione però il Ministero aveva già espresso il parere che il nuovo Fiat C.R.32 fosse più adatto a ricoprire il ruolo del predecessore, comunque riconoscendo la bontà del progetto presentato dall'azienda napoletana ritenne di riassegnare il ruolo del Ro.41 a quello di addestratore da utilizzare nelle proprie scuole di volo di 1° periodo, affiancando e gradatamente sostituendo gli oramai superati Breda Ba.25, e per l'allenamento acrobatico.
Nel 1937 all'originario monoposto venne affiancata anche la versione biposto, più adatta alla formazione dei piloti. Esteticamente identica alla prima a parte la presenza del secondo abitacolo risultava anche leggermente più lunga di 90 cm.
Prodotto principalmente negli stabilimenti napoletani della IMAM, fu costruito su licenza anche dalla Agusta, che continuò a produrli anche nel dopoguerra, e dalla AVIS diCameri. Gli esemplari totali, realizzati nei tre stabilimenti nel periodo 1935-1949, alla fine risultano 743, tra i quali 510 monoposto e 233 biposto.[1]
Allo scoppio della seconda guerra mondiale, la Regia Aeronautica lo aveva principalmente già relegato al ruolo di addestratore nelle scuole di volo italiane ma le esigenze belliche ne reintegrarono l'originario ruolo di caccia. Assegnato in pochi esemplari al 50º Stormo basato a Tobruk, operò nel teatro nordafricano dal luglio 1939 essenzialmente per sopperire alla mancanza di velivoli più efficienti costretti a terra per manutenzione. In quelle poche occasioni venne utilizzato in missioni di protezione ai centri abitati ed aeroporti, trovandosi a sostenere qualche sporadico combattimento.
Al termine del conflitto i velivoli sopravvissuti vennero utilizzati nelle scuole di volo della rifondata Aeronautica Militare fino alla fine della loro vita operativa.
Il Ro.41 venne inizialmente impiegato nel ruolo di caccia durante la guerra di Spagna dai volontari italiani arruolatisi nell'Aviazione Legionaria a supporto delle forze franchiste. Alcuni degli esemplari vennero impiegati nelle scuole di caccia spagnole dal 1937 e rimasero a fianco della neocostituita Aviación Nacional fino alla fine del conflitto. Con la fine delle ostilità e la fondazione dell'Ejército del Aire, il Ro.41 finì la sua carriera operativa con i colori ispanici nel 1950.
Il modello realizzato in Italia completamente a mano dalla ditta Piazzai Models di Arona –NO – da personale altamente specializzato è in scala 1:32
The IMAM Ro.41 was an Italian light biplane fighter aircraft, serving in the Regia Aeronautica in the 1930s-1940s, mainly as a trainer.
It was a singular aircraft, being obsolescent as a fighter when it first appeared in 1934, but despite this it was used as such until 1940. The Luftwaffe showed an interest in it as a trainer, even though German first line fighters were completely different. The Ro.41 is almost unknown, compared to many other Italian aircraft, despite being one of the most numerous produced, in its 16-year career.
The IMAM Ro.41 had its origins in the aircraft division of OFM (Officine Ferroviarie Meridionali). In 1929 Alessandro Tonini, the chief designer, had serious health problems and was replaced by Giovanni Galasso. This company, based in Naples, was taken over by Breda in 1935, and so Galasso's new aircraft designs received the IMAM designation of this company. One of the first was the Ro.41, flight tested by Niccolò Lana at Capodichino airfield on 16 June 1934.
The first prototype was fitted with a Piaggio P.VII engine, and showed itself to be very agile, with excellent climb performance, and no noticeable vices. The second prototype, MM.281, was tested 31 January 1935, and taken on strength with the Regia Aeronautica.
The third prototype had a Piaggio P.VII C.45 with two-stage compressor, giving 390 hp at 4,000 m. This was the definitive version of this aircraft, and fifty aircraft, numbers MM.2907-2956, were ordered. This first series was put in service in July 1935.
A biplane, with the lower wing smaller than the upper, the Ro.41 was of mixed construction, the fuselage of chrome-molybdenum steel frame, covered in fabric. Duralumin covered the bottom and upper fuselage, and also the engine cowling. The wings were made of wood covered with fabric. There was a fixed undercarriage.
The engine gave a theoretical 425 hp at ground level, 450 hp at 1,500 m, and 390 hp at 4,500 m, although it was much less in practice. The reliability was very good. A 176 litre fuel tank was inside the fuselage, near the engine, together with a 20 litre oil tank. The propeller was two-bladed and made of wood, later replaced by a metal two-blade model.
Armament, when fitted, consisted of two 7.7 mm Breda-SAFAT machine guns mounted inside the fuselage, with 850 cartridges.
This aircraft was designed as a fighter, but was underpowered even by mid-1930s standards. It resembled a small I-15, and was fairly agile. On tests it was able to reach an altitude of 1,000 metres in 1 minutes 32 seconds, 3,000 m in 3 min 47 sec, and 5,000 m in 7 min 34 sec, which was a much better climb rate than the standard Italian fighter, the Fiat CR.32 (3,000 m in 5 min 10 sec). It was also more manoeuvrable than the CR.32, and cost significantly less. However, a top speed of only 320 km/h was far too slow to make the Ro.41 a credible fighter, and the CR.32 had a better range, a better dive performance, was more heavily armed, and was already in service.
The Ro.41 found a role as a trainer aircraft, for which it was well-suited, and a series of 30 two-seat aircraft first flew in 1937. The Ro.41 replaced the Breda Ba.25, and soon another 264 single-seat and 66 two-seat models were ordered.
The Ro.41 was also proposed as light fighter. Twenty-eight were sent to Spain where, thanks to their high rate of climb, they acted as point-defence interceptors around Seville, though it appears that they did not score any victories.
It served in 5 and 50 Wing as a fighter bomber, before the Breda Ba.65 arrived. XVI Gruppo, 50 Stormo, had all its three squadrons equipped with Ro.41s. 163 Sqn was sent to Rodi and used the Ro.41 as a fighter until 1940. Twelve Ro.41s served with 160 Gruppo in 1939 and were used as first line fighters, though the Gruppo was based on CR.32s and CR.42s. From 10 August 1940 four Ro.41s of 159 Sqn, 12 Gruppo, 50 Assault Wing were flown from Tobruk as night fighters.
In its limited career as first line fighter the Ro.41 did not achieve any victories, and it is unlikely that it was ever involved in any air-combats. By this time even the CR.32 and CR.42s were obsolete, and the Ro.41s were only a stop-gap measure. Their real task was advanced training and despite the obsolete design they managed to be popular, reliable and cheap machines. They were also built by Agusta and AVIS.
The Ro.41bis, with a smaller wing and better performance was tested, but the CR.32 was already available for flying schools, and it was not a success. In September 1938 MM.3786 was sent to Uruguay to display the type, but no orders were placed.
Ro.41s were popular aircraft and for many years first line squadrons and flight schools operated it, until it became obsolete for first line use. One of the few changes was the fitting of the Piaggio P.VII RC.35 engine, that had a single-stage compressor which gave 500 hp at low level. Guns were seldom fitted, and two-seat versions had no weapons at all, and also carried less fuel.
Production numbered 726 aircraft by 1943. After the armistice the RSI's Aeronautica Nazionale Repubblicana operated some aircraft, and the Luftwaffe used them as trainers in Germany and France. Strangely no examples remained in Southern Italy, perhaps because flight schools, like Castiglione del Lago airfield, were in the central and northern Italy. Five ANR aircraft survived the war.
The Ro.41 was the first post-war aircraft to enter production when an order was sent to Agusta for 15 new aircraft (5 single and 10 two-seaters) and later ten more (7 single and 3 two-seaters). These aircraft had a wooden propeller, possibly spare parts still in store. They were painted silver, the new standard for Italian aircraft, instead of camouflage colours. Three of these machines formed the first acrobatic team of the Aeronautica Militare in 1947 at Padua. These aircraft were flown until 1950.
In total production reached 753 aircraft.
The model created as a single piece entirely handmade in Italy by skilled personnel is produced by the firm Piazzai Models of Arona - Novara, is a scale of 1: 32 and represents the true "Made in Italy”
Die kolorierte Tuschezeichnung zeigt den römischen Wagenlenker "Polydus" nach einem seiner vielen glorreichen Siege beim Wagenrennnen im "Circus Trevoroum", (Augusta Treverorum) dem heutigen Trier in Deutschland.
Es zeigt den Rennfahrer Polydus mit Leitpferd „Compressore“ (also der Zerquetscher) als Sieger eines Wagenrennens mit seiner Quadriga, mit Palmzweig und Lorbeerkranz als Siegessymbole.
Das Gemälde wurde entspechend dem Bodenmosaik vom Landesmuseum Trier nachempfunden.
Polydus-Mosaik (© Rheinisches Landesmuseum Trier, Creative Commons).
Translate for Joe:
The colored ink drawing shows the Roman charioteer "Polydus" after one of his many glorious victories at "Wagenrennnen" in "Circus Trevoroum" (History of Trier) today Trier in Germany.
It shows the racers Polydus with lead horse "Compressore" (ie the Crusher) as the winner of a race car with its quadriga, with palm branch and laurel wreath of victory symbols.
The painting was inspired entspechend the floor mosaic from the Landesmuseum Trier.
L'IMAM Ro.41 era un caccia monomotore biplano prodotto dall'azienda italiana Industrie Meccaniche Aeronautiche Meridionali Spa negli anni trenta ed utilizzato principalmente dalla Regia Aeronautica dal 1935 nel ruolo di addestratore nelle proprie scuole di volo.
All'inizio degli anni trenta il Ministero dell'Aeronautica si trovò nell'esigenza di rinnovare la flotta di caccia in dotazione alla Regia Aeronautica, basati fino ad all'ora sui Fiat C.R.20che stavano per giungere alla fine della loro carriera operativa. La IMAM, società appena acquisita dalla Società Italiana Ernesto Breda, affidò il compito di disegnare un velivolo che potesse rispondere alla richiesta all'ingegnere Giovanni Galasso, il quale, con l'aiuto dell'Ing. Pietro Callerio, del P.I. Otello Bucarelli e del P.A. Arturo Ferrara, progettò un biplano leggero monoposto caratterizzato dall'ala superiore con configurazione a gabbiano, il Ro.41.
Il prototipo, equipaggiato con un motore Piaggio P.VII, venne portato in volo per la prima volta dal pilota Nicolò Lana il 16 giugno 1934 dalla pista dell'aeroporto di Napoli-Capodichino il quale attestò le buone caratteristiche di base del velivolo, apprezzandone l'agilità e la velocità di salita. Al primo prototipo ne seguì un secondo, MM.281, che venne testato il 31 gennaio 1935 davanti alla commissione esaminatrice della Regia Aeronautica e che venne preso in carico dalla stessa alla fine delle prove.
Il terzo prototipo venne realizzato nei mesi successivi ed equipaggiato con un motore Piaggio P.VII C.45 dotato di compressore a due stadi e capace di erogare una potenza pari a 390 CV alla quota di 4 000 m. Quest'ultimo rappresentava lo sviluppo definitivo e presentato per l'ultima valutazione la commissione ritenne il progetto maturo per la produzione in serie. Il Ministero emanò quindi un ordine per l'iniziale fornitura di 50 esemplari (MM.2907-2956), il primo dei quali venne assegnato ai reparti operativi entro la fine dell'anno.
Al momento dell'entrata in produzione però il Ministero aveva già espresso il parere che il nuovo Fiat C.R.32 fosse più adatto a ricoprire il ruolo del predecessore, comunque riconoscendo la bontà del progetto presentato dall'azienda napoletana ritenne di riassegnare il ruolo del Ro.41 a quello di addestratore da utilizzare nelle proprie scuole di volo di 1° periodo, affiancando e gradatamente sostituendo gli oramai superati Breda Ba.25, e per l'allenamento acrobatico.
Nel 1937 all'originario monoposto venne affiancata anche la versione biposto, più adatta alla formazione dei piloti. Esteticamente identica alla prima a parte la presenza del secondo abitacolo risultava anche leggermente più lunga di 90 cm.
Prodotto principalmente negli stabilimenti napoletani della IMAM, fu costruito su licenza anche dalla Agusta, che continuò a produrli anche nel dopoguerra, e dalla AVIS diCameri. Gli esemplari totali, realizzati nei tre stabilimenti nel periodo 1935-1949, alla fine risultano 743, tra i quali 510 monoposto e 233 biposto.[1]
Allo scoppio della seconda guerra mondiale, la Regia Aeronautica lo aveva principalmente già relegato al ruolo di addestratore nelle scuole di volo italiane ma le esigenze belliche ne reintegrarono l'originario ruolo di caccia. Assegnato in pochi esemplari al 50º Stormo basato a Tobruk, operò nel teatro nordafricano dal luglio 1939 essenzialmente per sopperire alla mancanza di velivoli più efficienti costretti a terra per manutenzione. In quelle poche occasioni venne utilizzato in missioni di protezione ai centri abitati ed aeroporti, trovandosi a sostenere qualche sporadico combattimento.
Al termine del conflitto i velivoli sopravvissuti vennero utilizzati nelle scuole di volo della rifondata Aeronautica Militare fino alla fine della loro vita operativa.
Il Ro.41 venne inizialmente impiegato nel ruolo di caccia durante la guerra di Spagna dai volontari italiani arruolatisi nell'Aviazione Legionaria a supporto delle forze franchiste. Alcuni degli esemplari vennero impiegati nelle scuole di caccia spagnole dal 1937 e rimasero a fianco della neocostituita Aviación Nacional fino alla fine del conflitto. Con la fine delle ostilità e la fondazione dell'Ejército del Aire, il Ro.41 finì la sua carriera operativa con i colori ispanici nel 1950.
Il modello realizzato in Italia completamente a mano dalla ditta Piazzai Models di Arona –NO – da personale altamente specializzato è in scala 1:32
The IMAM Ro.41 was an Italian light biplane fighter aircraft, serving in the Regia Aeronautica in the 1930s-1940s, mainly as a trainer.
It was a singular aircraft, being obsolescent as a fighter when it first appeared in 1934, but despite this it was used as such until 1940. The Luftwaffe showed an interest in it as a trainer, even though German first line fighters were completely different. The Ro.41 is almost unknown, compared to many other Italian aircraft, despite being one of the most numerous produced, in its 16-year career.
The IMAM Ro.41 had its origins in the aircraft division of OFM (Officine Ferroviarie Meridionali). In 1929 Alessandro Tonini, the chief designer, had serious health problems and was replaced by Giovanni Galasso. This company, based in Naples, was taken over by Breda in 1935, and so Galasso's new aircraft designs received the IMAM designation of this company. One of the first was the Ro.41, flight tested by Niccolò Lana at Capodichino airfield on 16 June 1934.
The first prototype was fitted with a Piaggio P.VII engine, and showed itself to be very agile, with excellent climb performance, and no noticeable vices. The second prototype, MM.281, was tested 31 January 1935, and taken on strength with the Regia Aeronautica.
The third prototype had a Piaggio P.VII C.45 with two-stage compressor, giving 390 hp at 4,000 m. This was the definitive version of this aircraft, and fifty aircraft, numbers MM.2907-2956, were ordered. This first series was put in service in July 1935.
A biplane, with the lower wing smaller than the upper, the Ro.41 was of mixed construction, the fuselage of chrome-molybdenum steel frame, covered in fabric. Duralumin covered the bottom and upper fuselage, and also the engine cowling. The wings were made of wood covered with fabric. There was a fixed undercarriage.
The engine gave a theoretical 425 hp at ground level, 450 hp at 1,500 m, and 390 hp at 4,500 m, although it was much less in practice. The reliability was very good. A 176 litre fuel tank was inside the fuselage, near the engine, together with a 20 litre oil tank. The propeller was two-bladed and made of wood, later replaced by a metal two-blade model.
Armament, when fitted, consisted of two 7.7 mm Breda-SAFAT machine guns mounted inside the fuselage, with 850 cartridges.
This aircraft was designed as a fighter, but was underpowered even by mid-1930s standards. It resembled a small I-15, and was fairly agile. On tests it was able to reach an altitude of 1,000 metres in 1 minutes 32 seconds, 3,000 m in 3 min 47 sec, and 5,000 m in 7 min 34 sec, which was a much better climb rate than the standard Italian fighter, the Fiat CR.32 (3,000 m in 5 min 10 sec). It was also more manoeuvrable than the CR.32, and cost significantly less. However, a top speed of only 320 km/h was far too slow to make the Ro.41 a credible fighter, and the CR.32 had a better range, a better dive performance, was more heavily armed, and was already in service.
The Ro.41 found a role as a trainer aircraft, for which it was well-suited, and a series of 30 two-seat aircraft first flew in 1937. The Ro.41 replaced the Breda Ba.25, and soon another 264 single-seat and 66 two-seat models were ordered.
The Ro.41 was also proposed as light fighter. Twenty-eight were sent to Spain where, thanks to their high rate of climb, they acted as point-defence interceptors around Seville, though it appears that they did not score any victories.
It served in 5 and 50 Wing as a fighter bomber, before the Breda Ba.65 arrived. XVI Gruppo, 50 Stormo, had all its three squadrons equipped with Ro.41s. 163 Sqn was sent to Rodi and used the Ro.41 as a fighter until 1940. Twelve Ro.41s served with 160 Gruppo in 1939 and were used as first line fighters, though the Gruppo was based on CR.32s and CR.42s. From 10 August 1940 four Ro.41s of 159 Sqn, 12 Gruppo, 50 Assault Wing were flown from Tobruk as night fighters.
In its limited career as first line fighter the Ro.41 did not achieve any victories, and it is unlikely that it was ever involved in any air-combats. By this time even the CR.32 and CR.42s were obsolete, and the Ro.41s were only a stop-gap measure. Their real task was advanced training and despite the obsolete design they managed to be popular, reliable and cheap machines. They were also built by Agusta and AVIS.
The Ro.41bis, with a smaller wing and better performance was tested, but the CR.32 was already available for flying schools, and it was not a success. In September 1938 MM.3786 was sent to Uruguay to display the type, but no orders were placed.
Ro.41s were popular aircraft and for many years first line squadrons and flight schools operated it, until it became obsolete for first line use. One of the few changes was the fitting of the Piaggio P.VII RC.35 engine, that had a single-stage compressor which gave 500 hp at low level. Guns were seldom fitted, and two-seat versions had no weapons at all, and also carried less fuel.
Production numbered 726 aircraft by 1943. After the armistice the RSI's Aeronautica Nazionale Repubblicana operated some aircraft, and the Luftwaffe used them as trainers in Germany and France. Strangely no examples remained in Southern Italy, perhaps because flight schools, like Castiglione del Lago airfield, were in the central and northern Italy. Five ANR aircraft survived the war.
The Ro.41 was the first post-war aircraft to enter production when an order was sent to Agusta for 15 new aircraft (5 single and 10 two-seaters) and later ten more (7 single and 3 two-seaters). These aircraft had a wooden propeller, possibly spare parts still in store. They were painted silver, the new standard for Italian aircraft, instead of camouflage colours. Three of these machines formed the first acrobatic team of the Aeronautica Militare in 1947 at Padua. These aircraft were flown until 1950.
In total production reached 753 aircraft.
The model created as a single piece entirely handmade in Italy by skilled personnel is produced by the firm Piazzai Models of Arona - Novara, is a scale of 1: 32 and represents the true "Made in Italy”
Blolite fibers blower with fibers spools. (Il soffiatore Blolite con i rocchetti di fibra. In secondo piano il compressore d'aria).
Coachwork by Bertone
Designed by Count Mario Reveli di Beaumont, this car is the 22nd example of some 35 units bodied by Carrozzeria Bertone and is fitted with the rare supercharger specially made for Fiat. It was raced in the USA, where these cars were nicknamed "Baby Ferraris" because they were small, fast and (mostly) red. This car was found in 2011 in a garden in Oakland, California.
Class II : Post-war Closed Cars (?)
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
4 volte vincitrice della 24 Ore di Le Mans / 4 times winner @ Le Mans 24 hours (1931-'32-'33-'34)
motore/engine:
8 cilindri in linea / 8 cylinders in-line
2336 cc
bialbero / twin-cam
compressore / supercharger
150 CV @ 5200 giri/min
velocità / top-speed: 200 km/h
carozzeria Zagato
tra le leggende di Le Mans / among the legends of Le Mans
Auto e moto d'epoca 2014
Fiera di Padova / Exhibition of Padova (Italy)
Venderdi il 24 ottobre 2014 / Friday 24 October 2014
1963 Northeast Buttress, Higher Cathedral Rock, Yosemite, CA, USA
1964 North Buttress 5.10a, Middle Cathedral Rock, first free ascent
1965 Entrance Exam, Arch Rock, Yosemite, CA, USA con Chuck Pratt, Chris Fredericks e Larry Marshik
1967 East Face, Higher Cathedral Rock, Yosemite, CA, USA con Chris Fredericks
1967 South Central, Washington Column, Yosemite, CA, USA con Joe Faint
1968 T-riple Direct, El Capitan, Yosemite, CA, USA con Kim Schmitz
1970 New Dimensions, Arch Rock, Yosemite, CA, USA con Mark Klemens
1970 Vain Hope, Ribbon Falls, Yosemite, CA, USA con Royal Robbins e Kim Schmitz
1971 Aquarian Wall, El Capitan, Yosemite, CA, USA con Kim Schmitz
1972 Nabisco Wall, The Cookie, Yosemite, CA, USA
1973 Straight Error, Elephant Rock
1974 Freestone, Geek Towers, Yosemite Falls, Yosemite, CA, USA
1975 Wailing Wall, Tuolumne Meadows, CA, USA (2° 5.12 degli USA) con Dale Bard e Rick Accomozo
1975 Pacific Ocean Wall, El Capitan, Yosemite, CA, USA con Bill Westbay, Jay Fiske e Fred East
1976 Gold Ribbon, Ribbon Falls, Yosemite, CA, USA con Mike Graham
1977 Bushido, Half Dome, Yosemite, CA, USA con Dale Bard
1978 Sea of Dreams, El Capitan, Yosemite, CA, USA con Dale Bard e Dave Diegelman
1978 Zenith, Half Dome, Yosemite, CA, USA con Kim Schmitz
1979 Southeast Ridge del Cerro Torre (Via del Compressore), Patagonia, Argentina con Steven Brewer (prima salita in stile alpino del Torre)
1979 Northwest Face, Kichatna Spire, Alaska Range, USA con Andrew Embick
1981 Zenyatta Mondatta, El Capitan, Yosemite, CA, USA con Peter Mayfield e Charlie Row
1981 Dance of the Woo Li Masters, East Face di The Moose's Tooth, Ruth Gorge, Alaska, USA con Mugs Stump
1982 South Face, Pumori, Nepal con Jan Reynolds e Ned Gilette (invernale)
1987 The Big Chill, Half Dome, Yosemite, CA, USA con Peter Mayfield, Sean Plunkett e Steve Bosque
1988 Exocet VI 5.9 WI6, East Face Cerro Stanhardt, Patagonia con Greg Smith, Jay Smith
1989 Shadows VI 5.10 A5, Half Dome, con Cito Kirkpatrick, Charles Row, William Westby
1989 West Face (VI 5.11b), El Capitan (in libera)
1999 Oddysey, Gran Capucin, Monte Bianco, Alpi, Francia con Giovani Groaz
1999 The Useless Emotion (VII 5.9 WI4 A4), The Bear's Tooth, Ruth Glacier, Alaska, USA con Terry Christensen, Glenn Dunmire, Brian Jonas e Brian McCray May 3-21, 1999
2001 The Beast Pillar, The Moose's Tooth, Ruth Gorge, Alaska, USA con Spencer Pfinsten
.. penso basti...
I was pumping the ball, with the bicycle pump, and then I haven't using a compressor, since in the indications said it could explode, when at a certain point, are flown words not pleasant .. here comes the ex beach volley ball.. Mr. Arena Santos do Nascimento! Well I had to vent my anger .. ;)
Good Holidays to all!! I'm going in vacation, not today but Tuesday! :)))
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Stavo pompando il pallone, con la pompa da bicicletta, quindi non stavo usando nessun compressore, dato che nelle indicazioni diceva che sarebbe potuto esplodere, quando ad un certo punto, son volate parole non piacevoli.. ecco a voi l'ex palla da beach-volley.. Mr. Arena Santos do Nascimento! Dovevo pure sfogare la mia rabbia.. ;)
Buone vacanze a tutti! Andrò in ferie non da domani ma da martedì! :)))
1938 Alfa Romeo 6C 2300B Mille Miglia Berlinetta by Touring
$1,500,000 - $2,200,000 USD | Not Sold
From Sotheby's:
THE EVOLUTION OF THE 6C
Throughout the late 1920s and 1930s, Alfa Romeo dominated long-distance road racing with their glorious 6C and 8C models; the period from 1928 until the outbreak of war yielding six consecutive wins in the Targa Florio, four consecutive victories in the 24 Hours of Le Mans, and no fewer than 10 wins in 11 years in the grueling Mille Miglia. Indeed, in the period 1932 through 1934, they remained unbeaten in all three events, thereby sealing an unprecedented “hat-trick of hat-tricks” for the Portello marque.
The origins of the 6C went back as far as 1925, although it did not enter production until 1927—initially in suitably modest 1.5-liter, single camshaft, un-supercharged “Normale” specification. In 1928, a new twin-camshaft Sport variant was introduced, while a supercharged Super Sport “Compressore” version was added to Alfa Romeo’s production portfolio the following year for those of a sporting persuasion. That same year marked the first appearance of the evolutionary 6C 1750, which was also available in both supercharged and un-supercharged form, as well as with numerous different body styles, while the new-for-1933 6C 1900 marked the final derivative of the original 6C 1500 model (a design by now eight years old).
By 1934, Alfa Romeo had been subsumed into state ownership, a move which necessarily saw greater scrutiny of manufacturing costs. While the 8C remained the jewel in the marque’s crown from both a technical and sporting perspective, it was complex and relatively expensive to produce, and consequently sold in only limited numbers. A significantly revised and more accessible 6C model was therefore identified as being critical to Alfa Romeo’s commercial future, and stalwart designer Vittorio Jano was duly tasked with its reworking.
Jano retained much of the basic architecture of the previous smaller-capacity 6C engine (specifically, a cast iron block, aluminum cylinder head, and two valves per cylinder), although his newly designed 6C 2300 unit boasted a bore and stroke of 70 and 100 millimeters, respectively—a far cry from the comparable values of 62 and 82 millimeters used in the 6C 1500. Power output for the standard “Turismo” model was 68 horsepower, although the more sporting 95 horsepower Pescara variant was introduced in late 1934; the latter in recognition of Alfa Romeo’s remarkable 1-2-3 finish in the 24 hour Targa Abruzzi at Pescara with a team of Scuderia Ferrari-entered 6C 2300s.
Significantly, 1935 marked the appearance of the 6C 2300 “B” series, which featured a lighter, more contemporary chassis, with hydraulic brakes and independent suspension on all four wheels. Not only did such technical advances afford a significant improvement in ride quality, but they also permitted the center of gravity to be lowered noticeably, with a further positive effect on performance.
ALFA ROMEO’S MAGNIFICENT GIANT-KILLER
While 8Cs—increasingly in ultimate specification 2.9-liter form—continued to attract the plaudits for their overall wins in events such as the Mille Miglia, the new 6C 2300 model proved no less impressive in the smaller-capacity categories. In the 1936 edition of the race, Cattaneo and Donati won the over-2-liter un-supercharged class in their 6C 2300 Pescara, while the following year Boratto and Guidotti finished a remarkable 4th overall en route to another 2-liter class win. The latter pairing was beaten in the overall classification only by the 8C 2900s of Pintacuda and Farina, and the Delahaye of Schell; an achievement which led Alfa Romeo to re-name their top-of-the-line model as the 6C 2300B Mille Miglia in preference to its previous Pescara moniker. As if to underline the 6C 2300B’s giant-killing credentials, the 6C 2300B Touring Spider of Cortese/Fumagalli took a further class win in 1938, the final Mille Miglia before the outbreak of war.
Constructed exclusively using the 300-centimeter wheelbase “Corto” chassis—as opposed to the 325-centimeter “Lungo” version—and the higher-specification 95 horsepower engine, total production of the 6C 2300B Mille Miglia stretched to just 107 units, of which the majority were fitted with either Berlinetta or Spider coachwork by Touring of Milan. This magnificent example of the former, chassis number 815053, left the Portello works in April 1938; its early ownership is unknown, most likely due to the Second World War, but it is first recorded as being owned by Herr Hoffer of Geneva in 1946.
In 1953, Herr Hoffer sold the car to Jean-Louis Fatio, also of Geneva; the car’s history file containing correspondence from Monsieur Fatio confirming that he had purchased the car around this time from “Garage Hofer” (sic) for the princely sum of 500 Swiss Francs, or approximately $100. Interestingly, Monsieur Fatio also noted that the car “ran very very well and that the engine was in perfect condition,” and that the car was a “light greyish green with red leather interior” when he purchased it, although during his ownership the car was resprayed dark blue.
According to correspondence on file, in 1957, Monsieur Fatio sold the car to his friend and fellow Geneva resident Michel Dovaz, who would re-register this Alfa Romeo in France in August 1958. Dovaz—a prominent wine expert and food critic—would retain the car for more than three decades. During this time he amassed a highly unusual and desirable collection of more than 50 vintage and classic cars, all of which were kept in original unrestored condition at his estate in Villemaréchal, roughly 50 miles south of Paris. Evidently a man of considerable taste, Monsieur Dovaz owned, at one time or another, no less than 21 Bugattis, while Alfa Romeo representation extended beyond 815053 to encompass a post-war 6C 2500 Competizione and a 6C 2500 SS Cabriolet as well. This Mille Miglia was privileged to share the most protected barn at Villemaréchal with three prized Bugattis, and so remained better-preserved than others in the collection.
However, in 1983, a book entitled Sleeping Beauties brought the existence of the collection to the attention of the wider world and, from Monsieur Dovaz’s point of view, drew unwanted attention to his very private passion. As a result, he moved some of the cars to a new location in the Dordogne over the next decade or so, electing to reluctantly dispose others—of which 815053 was but one example.
A “SLEEPING BEAUTY” AWAKES
In 1990, ownership passed into the hands of Dutch Alfa Romeo collector and dealer Douwe Heida. Unsurprisingly, the passage of more than 50 years, well over half of which had been in Monsieur Dovaz’s somewhat rustic ownership, had taken its toll on the car, and Mr. Heida duly embarked on the exacting restoration which it so richly deserved. Strenuous efforts were made to establish the original color scheme which, according to original Touring records accessed by Mr. Heida, was reputedly light blue. It was in this form that the car passed into the ownership of Belgian Alfa Romeo aficionado and Pebble Beach judge Raoul San Giorgi in 1997; a man who, by curious coincidence, had purchased Michel Dovaz’s 6C 2500 Competizione only two years previously.
Mr. San Giorgi retained 815053 for only two years, with ownership subsequently passing to Dutch collector and Vintage car dealer Paul Koot in 1999. After a four-year tenure in Mr. Koot’s collection, the car ventured into American ownership for the first time with David Smith, who purchased it in 2003. It was at this point that a second comprehensive restoration was embarked upon with, amongst other things, the body being removed from the Superleggera tubing and sympathetically restored prior to refitment to the frame.
The entire restoration took more than two years and incorporated both a change in exterior color to black and a retrim in dark green leather; the smallest details, from the Carello driving lights to the in-dash Jaeger chronograph, contribute to its period-correct presentation. Under Smith’s ownership, an Alfa Romeo Giulietta Sprint Veloce-sourced five-speed gearbox with a BMW clutch assembly was installed in the car to improve its touring capability; the correct-type Alfa Romeo gearbox, numbered 843047, was retained, and it accompanies the car today.
Once completed, the restored car was awarded a Best in Class award at Pebble Beach in 2007 (where it was also a Best of Show runner-up), and a coveted Senior Badge at the CCCA Nationals in Bellevue, Washington in early 2008. Smith then decided to sell the Alfa Romeo, whereupon it entered the Oscar Davis Collection. In 2009, it won the Pre-war Sports Car class at the Amelia Island Concours d’Elegance, further evidence of the beauty of Touring’s design and the quality this chassis’ restoration.
Recent years have seen a discernible and entirely justified upturn in the appreciation of 6C Alfa Romeos of all specifications. No longer viewed merely as the 8C’s little brother, the model’s sporting pedigree, technical prowess—especially in “B” specification—and remarkable versatility ensures that it has been rightly reappraised as one of the most important models ever produced by the company.
In the case of the Touring-bodied 6C 2300B Mille Miglia, one is presented with car of incomparable style, exquisite Art Deco detailing and considerable rarity; in that of chassis 815053 specifically, a car augmented by a fascinating backstory, unparalleled provenance and benefitting from an exacting and subsequently well-maintained restoration. Beautifully presented, and ideally suited to all manner of touring events and concours d'elegance, pre-war motoring can seldom be enjoyed more serenely, or stylishly, than this.
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Kristina and I headed over to RM Sotheby's at the Monterey Conference Center to view some glorious cars at their auction preview.
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Had a blast with our auto-enthusiast friend and neighbor, Fred, at Monterey Car Week 2022.
Coachwork by Bertone
Designed by Count Mario Reveli di Beaumont, this car is the 22nd example of some 35 units bodied by Carrozzeria Bertone and is fitted with the rare supercharger specially made for Fiat. It was raced in the USA, where these cars were nicknamed "Baby Ferraris" because they were small, fast and (mostly) red. This car was found in 2011 in a garden in Oakland, California.
Class II : Post-war Closed Cars (?)
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
The "Compressor route" has been climbed in a day and half by Jim Bridwell in 1975. Cesare Maestri who worked the route for many months, didn't touch the top so Bridwell is accredited for the first climb of this route
Museo Storico dell'Aeronautica Militare (Italian Air Force Historical Museum) – Vigna di Valle.
Campini-Caproni CC.2
Il Campini-Caproni CC.2 (secondo prototipo, ma primo ad essere completato) fu il primo aereo con propulsione a jet costruito in Italia, ed uno dei primi al mondo. Effettuò il primo volo nell'agosto 1940. Il giudizio sul propulsore è duplice. Da un lato esso non era tecnicamente avanzato, e neanche con elevate prospettive di sviluppo. Dall'altro, però, per la prima volta incorporava un compressore assiale a tre stadi, e, soprattutto, un post-bruciatore che costituiva un notevole avanzamento sul piano tecnico. Per questo, il Campini-Caproni ha comunque notevolmente contribuito allo sviluppo della tecnologia aeronautica.
Il Campini-Caproni esposto a Vigna di Valle è il secondo prototipo (ma primo a volare), ossia il CC.2.
Caratteristiche generali
- Lunghezza: 12.10 m
- Apertura alare: 14.63 m
- Superficie alare: 36.03 m^2
- Peso a vuoto: 3639 Kg
- Peso massimo: 4217 Kg
- Motore: Motoreattore Campini, composto da compressore assiale a tre stadi azionato da un motore a 12 cilindri a V Isotta Fraschini Asso L.121 RC.40 raffreddato a liquido (666 KW - 900 CV), e da post-bruciatore. Spinta (con post-bruciatore): 7.3 KN (750 Kgf)
- Velocità max: 360 km/h
The Campini-Caproni CC.2 (second prototype, but first to flight) was the first jet aircraft built in Italy, and the third in the world, just after Heinkel He 176 (a rocket plane that flew in June 1939) and Heinkel 178 (a turbo-jet with a centrifugal compressor that flew in August 1939). CC.2 first flew in August 1940. A technical judgment about the powerplant of CC.2 is necessarily twofold. On one hand, it was not technically advanced, because the compressor was operated by a piston engine, and not by a turbine. On the other hand, its three-stage compressor, and mainly its after-burner, were technically innovative. For this reason, the Campini-Caproni significantly contributed to the development of aviation technology.
The Campini-Caproni on display at Vigna di valle Museum is CC.2, namely the second prototype (but first to flight).
General characteristics
- Length: 12.10 m
- Wingspan: 14.63 m
- Wing area: 36.03 m^2
- Empty weight: 3639 kg
- Gross weight: 4217 Kg
- Maximum speed: 360 km/h
- Powerplant: Motorjet Campini, composed by 1×670 kW Isotta Fraschini Asso L.121 RC.40 liquid-cooled V12 engine (666 KW – 900 HP) operating a three-stage axial compressor with afterburner; 7.3 KN (750 Kgf) with afterburner
Coachwork by Bertone
Designed by Count Mario Reveli di Beaumont, this car is the 22nd example of some 35 units bodied by Carrozzeria Bertone and is fitted with the rare supercharger specially made for Fiat. It was raced in the USA, where these cars were nicknamed "Baby Ferraris" because they were small, fast and (mostly) red. This car was found in 2011 in a garden in Oakland, California.
Class II : Post-war Closed Cars (?)
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
vincitrice del Campionato del Mondo 1925 / 1925 World Championship winner
motore / engine:
8 cilindri in linea / 8 cylinders in-line
1987 cc
bialbero / twin-cam
compressore / supercharger
155 CV @ 5500 giri/min
velocità/top-speed 225 km/h
debutta vincendo @ G.P. di Cremona 1924 / winning debut 1924 @ G.P. of Cremona
Auto e moto d'epoca 2014
Fiera di Padova / Exhibition of Padova (Italy)
Venderdi il 24 ottobre 2014 / Friday 24 October 2014
Coachwork by Bertone
Designed by Count Mario Reveli di Beaumont, this car is the 22nd example of some 35 units bodied by Carrozzeria Bertone and is fitted with the rare supercharger specially made for Fiat. It was raced in the USA, where these cars were nicknamed "Baby Ferraris" because they were small, fast and (mostly) red. This car was found in 2011 in a garden in Oakland, California.
Class II : Post-war Closed Cars (?)
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
Coachwork by Bertone
Designed by Count Mario Reveli di Beaumont, this car is the 22nd example of some 35 units bodied by Carrozzeria Bertone and is fitted with the rare supercharger specially made for Fiat. It was raced in the USA, where these cars were nicknamed "Baby Ferraris" because they were small, fast and (mostly) red. This car was found in 2011 in a garden in Oakland, California.
Class II : Post-war Closed Cars (?)
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
Coachwork by Bertone
Designed by Count Mario Reveli di Beaumont, this car is the 22nd example of some 35 units bodied by Carrozzeria Bertone and is fitted with the rare supercharger specially made for Fiat. It was raced in the USA, where these cars were nicknamed "Baby Ferraris" because they were small, fast and (mostly) red. This car was found in 2011 in a garden in Oakland, California.
Class II : Post-war Closed Cars (?)
Zoute Concours d'Elegance
The Royal Zoute Golf Club
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
vincitrice del Campionato del Mondo 1925 / 1925 World Championship winner
motore / engine:
8 cilindri in linea / 8 cylinders in-line
1987 cc
bialbero / twin-cam
compressore / supercharger
155 CV @ 5500 giri/min
velocità/top-speed 225 km/h
debutta vincendo @ G.P. di Cremona 1924 / winning debut 1924 @ G.P. of Cremona
Auto e moto d'epoca 2014
Fiera di Padova / Exhibition of Padova (Italy)
venerdi il 24 ottobre / Friday 24 October 2014
vincitrice del Campionato del Mondo 1925 / 1925 World Championship winner
motore / engine:
8 cilindri in linea / 8 cylinders in-line
1987 cc
bialbero / twin-cam
compressore / supercharger
155 CV @ 5500 giri/min
velocità/top-speed 225 km/h
debutta vincendo @ G.P. di Cremona 1924 / winning debut 1924 @ G.P. of Cremona
Auto e moto d'epoca 2014
Fiera di Padova / Exhibition of Padova (Italy)
Venderdi il 24 ottobre 2014 / Friday 24 October 2014