Posts Tagged ‘Bugatti T37A’

From the front, Types 30, 37A, 23 and 44 by two (G Murdoch)

Castlemaine, a Victorian Gold Rush town 120km to Melbourne’s north-west was home to the Victorian members of the Bugatti Owners Club of Australia, Spring Rally.

Event El Supremo Roger Cameron made a great choice of event base, there are some superb roads in the area. The town itself has some wonderful, majestic buildings as befits its status one of the boom-towns within the Golden Triangle, the area bounded by Avoca-Castlemaine-Wedderburn. 1,898,391kg of gold was mined in Victoria between 1851-1896, a few bucks-worth in today’s values.

More than a few examples of early Australian automotive exotica was acquired with gold-wealth, not least Bugattis.

Inglewood. Jim Thompson’s ex-Molina Brescia in the foreground, over the road, Type 44, 3/5-litre Bentley and T35B Pursang at right (M Bisset)
Likely Lads: Messrs, Stanley, Thompson, Berryman at rear, and Montgomery, at Inglewood (M Bisset)
Roger Cameron aboard his Type 44 on Saturday morning, by mid-afternoon the look of delight had changed to one of concern with maladies which transpired to be a broken brake-shoe spring (M Bisset)

Given the People’s Republic of Victoria’s title as the most Covid 19 locked-up-joint-on-the-planet, it was no surprise to see plenty of Victorian clubbies celebrate freedoms recently returned to us by the talented ruling duumvirate of Scotty-Bro and The Allstars, and Dan The Dastardly. Victoria’s weather can be capricious, but sunny, blue skies prevailed for most of the three days. In short, the planets were aligned for a wonderful weekend of motoring on great roads, albeit many of them are sadly in need of decent maintenance.

The line-up included three Brescia Type 23s, two Grand Prix cars – Types 37A and 35B Pursang – and an interesting mix of two and three-litre eight-cylinder un-supercharged tourers; Types 30 and 44. John Shellard’s Type 57 two-seater Corsica replica body machine is impressive – straight-eight 3-litre DOHC non-supercharged – a car I don’t recall seeing before. Co-stars comprised an interesting mix including two 5-litre’ised 3-litre Bentleys, a Lancia Fulvia 1.3S Zagato, MGA, Porsche 992/911 and my buddy, Bob King’s AC Ace-Bristol.

Avoca Hotel vista with the Shellard T57, and Murdoch and Thompson Brescias up front (M Bisset)
Saffs in Castlemaine, very good too (M Bisset)
Inglewood. Anderson T44, Montgomery Bentley and Schudmak T35B (M Bisset)

Starting point was the Woodlands Historic Park at Oaklands Junction (adjoining Melbourne Airport at Tullamarine) and then to Lancefield via Romsey.

The post-lunch session was some magnificent roads from Lancefield to Castlemaine. Immediately after clearing Lancefield we headed north west on the Burke and Wills Track, which is great but gets rutted and shitful towards Mia Mia. Then a respectful stop at Spring Plains, the site of the first flight – seven metres – by John Duigan aboard an Australian designed and built aeroplane on July 16,1910. Click here for more; John and Reginald Duigan, Australian aviation pioneers (monash.edu.au)

Electrical and motor engineer, John Duigan mid-flight on the family farm, Spring Plains, Mia Mia circa 1910. Self constructed – of wood, metal and Dunlop rubber coated cotton fabric – pusher type single-seat biplane with a moving foreplane elevator and light undercarriage. Power by a JE Tilley (Melbourne) 25hp vertical four stroke, four cylinder OHV engine, with drive to the four-blade 2.6-metre prop by chain. 9.27-metres long, wingspan 7.47-metres, weight including pilot 280kg, maximum speed 40mph in sustained flights at heights of 30-metres (Museums Victoria)
Cameron T44 detail. Nice (M Bisset)
The only one owner early Bugatti in the world? The late Dr Noel Murdoch famously did his 1920s rounds at his country, Yarra Junction practice in a Fiat 501 and this T44 – which is still a treasured family member nearly a century later. That’s the Anderson T44 opposite (M Bisset)

Then on to Redesdale, Sutton Grange, Faraday and into Castlemaine via Chewton on its eastern outskirts.

French mistresses are notoriously fickle, high maintenance critters so it was no surprise that one or two of the breed required the care of tender, loving, expert hands before dinner.

Grant Cowie’s Up The Creek (ya gotta hand it to a Kiwi with a sense of humour) enterprise – one of Australia’s acknowledged fettlers of fine pre-war marques, Bugatti included – is in Castlemaine and was called upon once or twice to assist in keeping Ettore’s finest behaving to the manor born.

A quirk of automotive history is that the hot-rod capital of Victoria (Australia?) is Castlemaine and its surrounds. As restoration of fine cars grew exponentially in the 1970s, many specialist body and engine builders, woodworkers and others located in the area to draw upon the technical skills, foundries and jobbing shops which had progressively grown earlier.

While being a treacle-beak at Grant Cowie’s, Bob King spotted David Reidie, formerly proprietor of the Harley City, and a recently minted Bugatti owner (King’s 35B Rep). He showed us through his amazing museum of 125 or so historic, mainly competition Harley Davidsons. Reidie is still working out how often to open to the punters, but it’s complete, ready to rock-and-roll, and will be a must-see even for those not particularly interested in ‘bikes.

Min Innes-Irons T23 Brescia in Clunes (M Bisset)
Schudmak T35B and Shellard T57, Clunes (M Bisset)

Proceedings started at 10am Saturday morning, with plenty of rumbling straight-eights being gently warmed up in the cool but sunny Spring breeze, and Adam Berryman getting good oil-pressure sans spark-plugs, by nine. The run was to Avoca, to the south-west, the Avoca Pub to be precise.

There were some dirt sections thrown into the mix early in the day, reminding me again that these folks like to use their cars, they aren’t Pebble Beach poseurs. What was it the late, great Lou Molina useter say? “We are goers, not showers”.

The route went through Muckleford South, the fringe of Maldon, Lockwood, Woodstock, Newbridge and into Inglewood for the first coffee pitstop for the day. Needless to say, the cars are a hit with local folks, it’s not every day of the week automotive splendour of a bygone era comes to town.

Cameron T44, Dillon Bentley, and King AC in Inglewood (M Bisset)
King AC Ace at Mia Mia (M Bisset)

The roads are a great test of chassis, my mount was Bob King’s 1960 AC Ace Bristol, what a great car it proved to be.

The 2-litre Bristol straight-six (thanks muchly BMW) is at its lusty best from 3000-4000 rpm, the thing has a gear for every occasion too, with Laycock de Normanville overdrive fitted. Suspension is independent front and rear – with leaf springs nicely controlled by Koni reds – soaks up all the bumps Victoria’s roads throw at it, brakes (disc/drum) are good, the driving position is great as are the seats – which are fantastic. My only grumble is the heavy steering at low speeds, but maybe I’m just turning into a soft-old-codger.

After an hour we set sail south for Avoca via Rheola, Bealiba, Riversdale, and thence the Avoca Hotel, it’s an easy relaxed pace, there was no competitive component to the proceedings and the route instructions are good, clear.

Berryman T37A at left, Shellard T57 in shot, Avoca (M Bisset)

Amazing what you can get at Mitre 10 these days. Berryman’s T37A #37327 in Inglewood (M Bisset)

The lunch at the Avoca Hotel was great, but I was preoccupied. Adam Berryman suggested it was time to drive his Type 37A on the return leg to Castlemaine, about 100km.

I’m very familiar with right-hand-shift Hewland ‘dog-boxes but it was still with some trepidation I jumped alongside Adam for the return voyage. The buffeting in the passenger seat sans small-aero screen on the short trip to clear town was incredible, but there was no such problem in the right-hand seat.

You drop your bum into a tight seat, wedged between the gearbox and passenger on your left, and chassis frame to the right. Don’t even think about a drive without your race-boots on and even then, there is no dead-pedal to the left. Your right foot (conventional pedal set-up in this car thankfully) looks after the throttle and brakes, with the left either dabbing the (easy) clutch or sitting as lightly as you can manage above it.

“First is towards you and back, second is straight forward, third is back-across-and away from you and back. Fourth is directly forward again,” Adam shouts. “Yep, goddit.” Without even a feel of the ‘box away we go.

The supercharged three-valve, SOHC, 1.5-litre 110bhp four is hard edged. It’s rappy and revvy with a very light flywheel and is not too many hours back from a Tula Engineering (UK) rebuild. Its magnificent, your whole-body fizzes for hours afterwards, the solidly mounted engine buzzes you good-vibrations. Adam uses ear-plugs, ya need ‘em too.

The whole experience is heightened by being on public roads, nuts of course. Glorious nuts. The thing is deceptively fast, Adam shouts that we are doing 85mph, well over the Victorian maximum, the roads are so poor the chassis is easily affected by the road corrugations, it’s sprung race stiff of course.

I wouldn’t say I covered myself in complete glory with the gearbox, second was my boogie gear on the way down early on, but if you are used to a right-hand shift it’s not too dramatic a change.

Berryman’s rump framed via an Ace bonnet in the wilds of Arnold. Only the muffler underneath ruins the visage – but is appreciated while at the wheel! (M Bisset)
Business end of T37A #37327. 1496cc (69x100mm) SOHC, 3-valve, Roots supercharged four cylinder engine giving circa 110bhp @ 5000rpm (M Bisset)

The engine never copped the big rev, rather the trip was about savouring the experience, the view down the road through the aero screen and tall, narrow tyres wobbling away, big wooden rim wheel oh-so-close to your chest, moving constantly – don’t keep correcting it, just let it move gently in your hands – almost sits in your crutch. Its counter intuitive if your long-armed, 10-inch Momo orientation is a Van Diemen Formula Ford or Ralt RT4 phenomena, but the size of the thing makes sense as you negotiate tight corners where the big wheel provides the required leverage!

Sounds assault you, not the exhaust so much, gasses and associated music exits via a long pipe under the car and a minimalist hot-dog muffler at the very rear of that seductive derriere to the lucky schmo following you. Gears assail you in a very raucous mechanical orchestral kinda-way. The gearbox is beside you, the diff immediately behind, while the camshaft and engine ancillaries are mainly gear driven, not to forget the supercharger meshing and doing its thing.

The reaction of the good citizens of Maryborough was so funny. The French racing blue rocket (chassis 37327), looks exactly as it did when raced by ‘Sabipa’ (Louis Marie Paul Charavel) in the ’27 Targa, and later by Frenchmen Jean-Claude D’Ahetze, Vincent Tersen and Andre Vagniez throughout Europe and North Africa from 1928 to 1931.

The look on little kids faces on the footpath, or their front-yards is the five-year-old equivalent of WTF?!, it’s just so out of place. Not behind the wheel mind you, albeit my left leg is tiring of trying to stay clear of the clutch pedal at about the 80km mark, the oil and water temps are good (thermatic fan fitted), the clutch is easily modulated and light and gearbox now more familiar. I could have gone for hours…

All too soon we are in the Castlemaine ‘burbs, one final blat away from the lights, then a U-Turn into the BP servo in Barker Street, and it’s all over.

Some days are forever etched in ‘yer brain as experiences to treasure, a drive of a GP Bugatti is one of them. Sick little unit that I am, I’ve been buzzing with afterglow for days, hopefully my state of arousal will subside soon, it’s quite uncomfortable really. Grazia Adam, bigtime.

Orf-piste @ Targa. Louis Charavel in, perhaps, #37327 during the 1927 Targa Florio. The Dieppe born, sometimes works-Bugatti driver – winner of the 1926 Italian GP aboard a T39 – ‘left the road on the first lap near Polizzi when his Bugatti fell 15 meters down a ravine tumbling over (doesn’t look like it to me) Luckily he suffered no injuries,’ according to kolumbus.fi (unattributed)
Murdoch T30, and distant T44 roadside at Arnold West. Fuel delivery dramas being sorted by Geoff Murdoch (M Bisset)

The Murdoch family Bugatti Type 30 (above) always draws me.

Its allure is its beauty and history, powered as it is by the very same 2-litre, three-valve, twin-carb straight eight #89 (below) fitted to Geoff Meredith’s Type 30 chassis #4087 when he won the very first Australian Grand Prix at Goulburn in 1927.

This T30, (chassis #4480 pictured), has an in-period Australian competition record of its own. There is a good chance the remaining parts of Meredith’s ex-AV Turner, and later Jack Clements “possibly most famous of Australian Bugattis” #4087 will be reunited by the Murdochs one day.

Bugatti 2-litre straight-eight #89 fitted to T30 #4480 (M Bisset)
Murdoch family T30, and T23 Brescia behind, in Clunes (M Bisset)

The evening functions at the Castlemaine Railway Hotel and Wild Food and Wine, within the space of Castlemaine’s old fire station were great, add them to your list.

Doyens, and founding members of the club, and the Bugatti world globally, are Stuart Murdoch, Stuart Anderson and Bob King. Anderson’s 90th birthday was recognised with Murdoch’s only a short time away, Bob is a veritable youth in this company.

They are interested, and interesting, having been into Bugattis when they were old-bangers, and restored many of them. Anderson’s cv includes restoration and racing a GP Talbot Darracq 700 and a couple of Maseratis, Murdoch’s a couple of Delages and lordy knows what else, Bob’s restoration and race tastes are mainly, but not exclusively French.

These events have a rhythm a bit like a race meeting, albeit without the pressure. Soon we were up-and-attem on Sunday morning, warming the cars up, but this time, after a pitstop in Clunes, then lunch in Trentham – all god’s own rolling hills country – it was time to go home.

Etcetera…

(M Bisset)

A couple of scallywags in Inglewood. Bodybuilder (car) extraordinaire Richard Stanley, and Jim Thompson about to jump into his much cherished ex-Molina Brescia.

(M Bisset)

Des Dillon’s Bentley bullies Bob King’s AC Ace in Inglewood, ‘the world’s fastest lorries’ really do have on-road presence and menace the likes of few!

(M Bisset)

Ecurie Schudmak – Phil and Susan – in Avoca, about to hit the road. These guys and their trusty Pursang T35B have done Bugatti rallies on most continents of the globe in this much loved and used car.

(M Bisset)

The Latreille Lancia Fulvia 1.3S Zagato, very tasty too, and Quinn MGA.

(M Bisset)

Michael Anderson and Bui Khoi before the off in Inglewood, Anderson family Type 44, another cherished car which has been in family hands for decades.

Shellard T57, great in profile, in Lancefield.

(M Bisset)

Clan Murdoch, or part thereof, in Inglewood.

(M Bisset)

Chewton crew. Bob King, then the masked avenger, Trevor Montgomery, Des Dillon and his lady – and Bentley 3-litre.

(M Bisset)

Credits…

Mark Bisset, Geoff Meredith

Tailpiece…

Berryman T37A, Castlemaine (M Bisset)

Le derriere incredible…

Finito…

The Bugatti Owners Club of Australia, Victorian Division held their 2021 rally in and around Healesville, in the Great Dividing Ranges, 70km from Melbourne from 9-11 April.

These gigs are not my stock-in-trade, but Bob King’s wife opted out of a seat in his Type 35B Replica #BC134, an opportunity I was happy to accept.

Over the last four years I’ve got to know one of the marque’s noted authors and historians, he has well and truly infected me with Bugatti-lore, my marque knowledge is probably now a low pass.

King T35B #BC134

Trevor Montgomery’s Alfa 6C1500 Spl s/c, McWhirter Brescia T23 #2467 and blue Stuart Anderson owned, Michael Anderson driven T44

Murdoch T30 and T57C Atalante

We did three long loops out of Healesville in different directions; on Friday afternoon, all day Saturday with a pit-stop at Eildon for lunch, and then a hardy-souls-only Sunday morning one when it really was ‘pissin down!

Cripes these dudes use their cars!

The Ettore Works Driver awards went to the Adam Berryman/Louise Murdoch T37A, Rod/Rita Quinn T35B and Brendan Dillon Hispano Suiza combinations on Saturday afternoon. They braved the very wet, muddy, dirt, steep, dark Acheron Way to return to Healesville after some wally in a modern 4WD left the road on the Black Spur, causing the Gendarmes to close that road.

All five were buzzing with excitement back at the hotel, but both gals – sans the aero-screens afforded the drivers – were soaked to the skin and had faces so muddy they could have been on the Black and White Minstrel Show (if one was allowed to write that).

Well over 500km was covered over the three days on a variety of roads including some ordinary dirt, with a good percentage of it in wet weather. A good test of drivers, resolve, and steeds.

Reefton Hotel vista across the cockpit of the Berryman 37A, then King 35B, Dillon Hispano, Dillon 35B Rep #BC135 and McWhirter Brescia

Messrs Berryman and King looking suitably soggy and happy at Yarra Junction

GP Bugatti parade at Yarra Junction. The Roberts T37 and Berryman T37A book-end the T35Bs of Dillon and King

Living is blatting along at 3,000 rpm in a straight-eight Bug, rain, wind and dirt in your face with the raucous, basso-profundo bark of a supercharged engine assaulting your left-earhole and rattling the spaceframe supporting your brain.

The engine competes with incredible gear whine in the indirects, top-slot provides some relative cruising peace.

I don’t know about all that tearing calico-crap as a descriptor of the exhaust note?

The engine, with its oddball firing order, has a music all of its own, the timbre of which is infinitely variable with a smidge more, or less, of throttle. Lugging-slightly in fourth at low speed, then accelerating, makes the thing breathe really-deep, and demonstrates the flexibility of Ettore’s 2.3-litre, three-valve, under-square design.

The thing is unbelievably stiff, but by the same token the spring/shock rates are well resolved; the chassis itself is also a spring of course, which absorbs the imperfections of Victoria’s B-roads.

Great speed on dirt would threaten your false-teeth, with kidney-belts a necessity. Bill Thompson and his ken were legends to race at the speeds they did in their T37/37As to win Australian Grands Prix on rugged Phillip Island dirt and dust in the twenties – 200 miles flat chat would have been a hard days work, to say the least.

Eildon Hotel, the Corona was nice and cold, as was the day. King T35B, McGann T40 1.5 s/c with Lydia Bugatti style body, and Michael Anderson’s T44 3-litre eight

Roberts’ T37 #37146 cockpit. Gauges are tach, clock, fuel and oil pressure. The lever is ignition advance/retard, set here fully retarded. Blue chassis cross-piece under the gearbox. Silver tube is part of gear shift mechanism, shift on right outside the cockpit. First is left bottom, second straight forward, third across to the right away from you and back, top is straight forward

Eildon. Murdoch T57C and T23 Brescia, McWhirter Brescia T23. Nice to see a car worth a small piss-ant country driven on normal roads

The Royal Automobile Club of Victoria’s Healesville Country Club was a perfect choice for the gig.

It’s close to Melbourne with plentiful underground car parking for about 12 Bugatti’s and interlopers. These included Trevor Montgomery’s ex-Lex Davison ‘Little Alfa’ 6C1500 s/c, David Hands’ ‘fat’ 3-litre Bentley with Phil Schudmak as sidekick, Brendan Dillon in brother Des’ incredibly quick 1914 4-litre Hispano Suiza Alfonso, Rod and Rita Quinn’s Bristol 400 and a couple of others.

Car parks established for electric Tesla’s became pit-bays for the GP cars which needed a check-over and charge of the batteries before resuming battle the morning after. The irony of these beautiful, charismatic, dirty old gas-guzzlers using facilities established for modern tributes to boredom will not be lost on you.

There was no mechanical carnage, albeit one Brescia, fresh from an engine rebuild, displayed some petulance, but nothing the talented new owner/driver, Phil McWhirter and his patient wife Laurette couldn’t overcome.

The poverty-end of Bugatti ownership these days is about $A400,000-plus for a Brescia, not cheap. What was impressive was the amazing depth of mechanical and racing history knowledge amongst owners, and the high proportion who wield their Stahlwilles with deft skill.

Belle of the ball was the Murdoch family, Type 57C Atalante #57788, which is simply, jaw-droppingly stunning.

Like a beautiful woman, your eyes take in every perfectly proportioned curve, each one of which blends into the next and teases you a little more as you take the thing in, from top to bottom, and back to front. Then do the same thing over and over.

Ooh-la-la indeed.

Yes, the Acheron and Taggerty locals did need chiropractic treatment after passing this lot on the Maroondah Highway roadside
King T35B
Michael Anderson’s T44 3-litre normally aspirated eight at Reefton, wonderful tourer

The T57C has an Australian history since the Dale brothers imported it in the late-fifties. Young Doctor King must have been quite an Ormond man-about-town in it in the early sixties cruising the streets of Melbourne. He sold it just as his sixth-sense suggested the engine may be in need of very expensive TLC soonish.

It then passed to Eric Pengilley, where many an Australian Bugatti became a resident of his Black-Hole-of-Cammeray Bugatti burial-ground on Sydney’s lower north-shore .

Stuart Murdoch made many trips from Melbourne to Sydney before prising it from Pengilley, then starting the long, expensive process of restoration. The Murdoch patriarch is as sharp as at a tack and was much in demand, so I never did get the full T57C story.

He did burst the bubble of one old, oft repeated myth though.

It’s said that his father, Doctor Noel Murdoch made his Yarra Junction 1920s house-calls in an eight-cylinder Type 44, which the family retain. Stuart said that would only have been for the most special of patients, his normal chariot of choice was one of Australia’s first Fiat 501s.

Both these blokes drove with plenty of brio. Brendan Dillon in brother Des’ Alfonso Hispano and Adam Berryman with another brave, lucky ‘victim’
King 35B butt-shot @ Healesville RACV. Makes the knees tremble really
The Rod and Rita Quinn Bristol 400. I did 150km in the car and thoroughly enjoyed the drive, it only falls short amongst the moderns on long, steepish hills where 2-litres ain’t enough

The most stunning part of the long-weekend took place inside an enormous, designer Bat-Cave, sitting low in a small valley surrounded by sweet smelling, damp eucalypts.

There, the good Doctor King was put very much on the spot, with about 40 of us looking on. His task was to identify a factory T37A chassis. He went to work with a small-torch, and all of the experience which comes from restoration of his share of the cars, and having seen more of them than you and I have had hot dinners.

That was just the sweets course of this automotive archaeology segue, mind you.

The main dish was having laid out, before our eyes, some of the core components of the Geoff Meredith driven, 1927 Goulburn, Australian Grand Prix winning, ex-Turner/Meredith/Clements 2-litre eight-cylinder Bugatti T30!

Neil Murdoch showed the cut down chassis, front cross-member, cast-aluminium firewall and engine. It’s far from a complete car of course, but is heaps of bits in a world where a reconstruction often starts with no more than a vinyl Lola nose-badge.

The ex-Meredith 2-litre, three main-bearing eight cylinder engine currently powers a perfect, black Type 30 driven by Fiona Murdoch. No doubt her two brothers, Neil and Geoff are trying to get little ‘sis engine for this important part of Australian racing history. Stuart Murdoch quipped, “I’ve done my restoration bit, that one is for the next generation.”

So it is too. It’s more of a five year or decade long project, but over time, doubtless the Murdochs will acccumulate the bits they need, including another two-litre eight to pop under the curvaceous long bonnet of the immaculate black Type 30! Watch this space.

Interlopers included David Hands’ Bentley 3-litre which had arrived home from the UK at Port Melbourne a few days before. Drove it to Sydney over two days following the rally
Practical things these long-legged eight-cylinder touring Bugattis. Michael Anderson’s T44 at Yarra Junction

Robert’s T37 at Reefton Hotel

It was great to see Tom and David Roberts in Tom’s beautifully patinated T37 37146, and old-mate, Adam Berryman’s T37A, 37327.

Tom has owned the ex-Brearley/McGrath AGP contestant since 1958, the car has not been spotted for a while so Roberts father and son were welcomed like long, lost cousins.

“That car was the first Bugatti I saw. I was standing outside the Melbourne University Union building when Ian Ferguson and his brother pulled up and parked it, jumped out, pulled their trousers out of their socks – done to avoid the inevitable pool of oil in the footwell – and rushed off to lectures. How cool was that, I thought!” recalls Bob King of the late fifties Melbourne Uni car-park which contained its share of old-banger Bugattis.

I reckon todays 85 year olds probably had the best of motoring as we currently know it. They saw the end of the front-engined GP era, the best, pre-wing, mid-engined era, and had available to them a truckload of exotic road and racing cars which were cheap old rockets before their era as global investment grade assets.

T35B Rep, Brescia, Alfa 6C1500 Spl, Brescia, T57C and T30 at Reefton
Brescia T23, T35B Rep, Bristol 400 and light blue Triumph of Mr Terdich, Eildon
Berryman’s ex-Chiron Targa T37A is about as good as it gets. Sex on wheels. Reefton

Berryman’s T37A, a car his father bought in the seventies, was imported by Melbourne racers/businessmen/Light Car Club stalwarts, the Leech brothers in the fifties.

I sat alongside Adam from Reefton to Yarra Junction. The experience was in some ways similar as the 35B, given the chassis of types 35 and 37 are the same, but the engines are quite different of course- the T37A is a SOHC, three-valve, 1.5-litre supercharged four (T37, same engine un-supercharged).

The 37A feels, and is lighter, the engine is notably more responsive to the throttle with a lighter flywheel and higher state of tune than Bob’s 35B. The 35B is ultimately quicker on a like-for-like basis.

A quick refresher course on Australian Bugatti Grand Prix wins. These were achieved with the modified-tourer T30 2-litre eight raced by Meredith in 1927, T37A 1.5-litre supercharged voiturettes raced by Arthur Terdich in 1929 (Tom Roberts’ T37 was second driven by Reg Brearley), Bill Thompson in 1930 and 1932 and the T39 1.5-litre supercharged eight raced by Carl Junker in 1931.

What a weekend.

Many congratulations and thanks to organisers Michael Anderson, Bui Khoi and Geoff Murdoch for their creativity, warm hospitality, attention to detail and deft-touch. Fantastic stuff!

Credits and Commerce…

Bob King quoted the chassis numbers out of his head, not bad at 84. I’m that confident he is right I’ve not checked any of them!

The photographs are all mine, with one exception.

For those with an interest in all the Antipodean Bugattis, see ‘Bugattis in Australia and New Zealand 1920-2012’ by King and Peter McGann. $110 plus postage, email McGann on; pmc24757@bigpond.net.au

Tailpieces…

Let’s finish as we started with the Murdoch T57C Atalante. Man I cannot get this thing outta my sick little mind…

(B King)

Finito…

Start of the 50 Mile Handicap heats: Hunter in the Mrs Jones owned Alfa 6C1750 at left, Thompson’s obscured Bugatti T37A and two six-cylinder 4077cc Chryslers of E Patterson and #72/14 HJ Beith (Fairfax)

Bill Thompson’s Bugatti T37A swept all before him at Gerringong Beach on 10 May 1930…

Sydney’s finest was very much the form driver of the meeting, in fact many would say he was Australia’s best driver pre-War. He had not long before won the 1930 Australian Grand Prix at Phillip Island during the 24 March weekend- it was one of his three wins in Australia’s premier event. Bill was also coming off the back of record times at Penrith Speedway and at Kurrajong Hillclimb that season.

Gerringong is 130 Km south of Sydney on the Illawarra Coast, then as now it is a popular holiday destination. Throughout the 1920’s the relatively deserted Seven Mile Beach, between Black Head and Beecroft Head was a place where members of the Royal Automobile Club raced their cars, far enough from Sydney and the long cold stare of the law. These occasions were as much society events as they were motor racing ones.

The Smith/Harkness Anzac Rolls Royce arrives at Gerringong in December 1929 (Kiama Tourist)

Gerringong was very much in the public mind at the time as Norman ‘Wizard’ Smith had set an Australian Land Speed Record testing his Rolls Royce engined ‘Anzac’, at 128.571 miles per hour only months before on 1 December 1929. Wizard and his exploits, and the skill of Don Harkness, a racer himself, and his company which built ‘Anzac’ is a story for another time.

The beach had been the site of horse racing since the 1860’s but the noble beasts ‘could not compete with the speed and excitement of the motor’, mind you the take up of motor vehicles in Australia is indicated by the October holidays in 1919 when there was record volumes of motor traffic through the town, in just two hours, 12 vehicles were counted driving through Fern Street.

The weather on the 10th of May was awful for racing, with rain the night before and drizzle prevailing for most of the day from the 11.40am start of the meeting- only 300 hardy souls watched the race action.

The sand was wet, to the extent that all competitors of the first event had to be pushed out of the sand, into which they had sunk before the race started! The conditions became more difficult for the organisers, the Sydney Bicycle and Motor Club, as the programs timeline grew in inverse proportion to the usable width of beach- which was down to two cars  by the end of the days proceedings. ‘Another five minutes’, a club official said and ‘the tide would have beaten us’.

The ‘Sydney Referee’ report made note of the other difficulties as soft and slippery sand at the turn posts, drizzling rain and some ‘competitors whose race tactics, were, to say the least of it, unsafe’.

Thompson and a young admirer after his Gerringong win (Fairfax)

Thompson’s win of the feature event, the ’50 Mile Handicap’ for cars under 2000cc was described as a ‘great win’, a ‘fine individual effort’ ‘even though there have been better races held in Australia’.

Thomson won the race in the Bugatti T37A in which he was victorious at the AGP in the month before, chassis ‘37358’, which is still in Australia in the process of restoration. See my article at the end of this one on the 2015 Melbourne ‘Motorclassica’ for some information about that car.

Thomson won in 39 mins 4 secs from the CN Jackson MG Midget 847cc s/c, HG Potts Lea Francis 1496cc s/c. Other starters in the final were Charlie East’s Bugatti T37A, RR Hawkes Austin 7 Sports 748cc, N Hodge Morris Minor 847cc and the JAS Jones owned Alfa 6C1750 SS s/c driven by A Hunter, DNF due to splashing through a wave whilst on course. It is not clear if the other cars completed the distance.

The engine of Thonpson’s T37A is fettled before the off (Fairfax)

 

In other races, Charlie East won the final of the Four Miles Over 1000cc from the JO Sherwood Chrysler and J Aubrey Jones also in a Chrysler. There were three heats in all- won by Bill Thomson’s Bug, John Sherwood’s Chrysler and E Patterson’s Chrysler.

The Eight Miles Club Championship final was won by Thomson, the heats won by HJ Beith Chrysler Sports and Thomson’s Bugatti. Maroubra legend, Hope Bartlett in a Bugatti, did a very quick first lap in heat 1 but forgot the second lap! No pitboards were in use at Gerringong it seems.

The Handicap for Closed Cars was won by J Aubrey Jones Chrysler and the Handicap for cars under 1000cc was taken by the N Hodge Morris Minor.

Thomson said that such was the narrow course- it hardly gave him enough width to clear oncoming cars, that he was about to pull out. ‘It was the hardest event I’ve been in, much worse than the the Phillip Island race’, the ‘Island was famous for the challenging nature of its gravel roads, dust and undulations.

After the conclusion of the meeting Bill Thomson hoped to beat the Gerringong Flying 1 Mile record of 33 3/5 of a second set by Don Harkness in a Hispano Suiza in 1923 but failed to get there given the conditions, his 36 4/5 seconds not as good as he had hoped having changed into top gear a little too early with a head wind doing the rest of the damage to his time.

Another grid this time with two Chryslers to the left, #72 the E Patterson and HJ Beith Chrysler Sports, Charlie East Bugatti T37A to right (Kiama Tourist)

The only major incident of the day occurred when Mrs JAS Jones ‘winged’ one of the Chrysler mechanics (below) when competitors in the second heat of the over 1000cc Four Mile Handicap passed the finishing post and turned too quickly, and spectators pressed forward. Jones, in last place arrived at race speed and had to swerve several times to avoid cars and bystanders. She almost got through but struck Curley, breaking his leg.

(Fairfax)

The ‘Referee’ concluded its report of the meeting by saying ‘All things considered it was a successful meeting. But the supervision left a lot to be desired. It was this fault, plus stupidity on the part of certain competitors, that led to a serious accident. After crossing the finishing line several of the competing cars turned back towards the oncoming cars and one even swung out suddenly across their path. Thereafter the officials made their presence felt. But one subsequent offender should have been severely cautioned’.

Mrs JAS Jones aboard her Alfa 6C1750- a much respected racer and car. Raced by many latterly into the fifties Flathead Ford V8 powered inclusive of an AGP and still in Oz (Fairfax)

Motor Car Racing in Australia in 1930…

I wrote an article a while ago about Penrith Speedway and a championship meeting held there in 1930, click on this link to read it, not least for some context on the state of car racing, especially road racing at the time in Australia.

https://primotipo.com/2017/06/08/penriths-world-championship-race-1930/

Here are some snippets from that article, but do read the whole thing if you have not.

The Australian Grand Prix was held for the first time on an oval dirt layout around the showgrounds at Goulburn, New South Wales in 1927. The 1928 AGP, ‘The 100 Miles Road Race’ at Phillip Island, the first proper race in Australia on a road, run on a large, rectangular, gravel course was more indicative than Goulburn of the direction Australian racing would take and was indeed the race which started the tradition of road racing in Australia.

Gerringong Corners- two of them, one at end end of the beach, tide issues clear! (Fairfax)

At the time Australian motor racing was largely amateur, a ‘run what you brung’ approach prevailed with most competing cars driven to and from the track. The sport evolved from hillclimbs, sprints and races on horse-tracks, the province of the gentry pre-War, to hillclimbs at Waterfall Gully, Kurrajong, Mount Coot-tha and Belgrave, beach racing at Gerringong and Sellicks Beaches to venues such as the clay pans of Lake Perkolilli in Western Australia, and the Aspendale, Maroubra and Penrith Speedways.

John Medley wrote that ‘it was some time before other groups followed (the Light Car Club of Victoria’s Phillip Island) road racing direction, preferring the simpler expedient of running trials with speed sections included (rather like modern rallies) or contests on simple dirt speedways- both of these being more easily controlled by the organisers and also less accessible to the long arm of the law. One consequence was that their was very much a casual air to the whole occasion, with ‘chop picnics, family gatherings and exuberant overnight parties.’

E Patterson’s 4 litre Chrysler, desolate nature of the area at the time clear, Gerringong 1930 (Fairfax

I have not used the term speedway racing as the ‘forked road’ the sport took in later years had not yet occurred, competitors entered a variety of events as above. In addition solo intercity record-breaking attempts were important with Graham Howard recording that ‘…intercity records…were the most consistent form of competitive motoring in Australia until the late 1920’s, and produced our first household-name drivers…’ In fact the police made illegal the ‘Intercity Record Breaking’ in 1930 with Wizard Smith a household name as a result of these exploits.

A lot would change in terms of road-racing between 1930 and the war- ‘Round the Houses Racing’ in towns became common in Western Australia at places like Albany, Bunbury and Goomalling. Australian Grands Prix were held at Victor Harbor and Lobethal in South Australia and most importantly the Mount Panorama Scenic Drive, at Bathurst- which doubled as a racetrack, opened in March 1938- the 1938 Australian Grand Prix was held there on that weekend. By the war the foundations for car road racing in Australia were well and truly established, something which could not be said in May 1930.

Professor Neville Burkitt’s Mercedes Benz SS- came close to colliding with Bill Thompson’s Bug, or more particularly his Bugatti Thompson was driving!, in his heat (Fairfax)

Etcetera…

(A Patterson Collection)

A ‘Percy’ Hunter and Vida Jones aboard the Jones 6C1750 before one of the events. What a superb spectacle that car and the 37As must have made on that beach!

Bill Thomson and his Bugatti T37A…

https://primotipo.com/2017/06/08/penriths-world-championship-race-1930/

Bibliography…

Sydney Morning Herald 6 May 1930, Sydney Sun 10 & 11 May 1930, Sydney Evening News 10 May 1930, ‘Bathurst: Cradle of Australian Motor Racing’ John Medley, kiama.nsw.gov.au

Photo Credits…

Fairfax, Adrian Patterson Collection

Tailpiece: Thompson’s Bug blowing off a Chrysler, Gerringong Beach 1930…

Finito…