Showing posts with label French Racing Cars. Show all posts
Showing posts with label French Racing Cars. Show all posts

Bugatti T251

Bugatti T251 1950s French F1 car

The Bugatti T251 was designed by Gioacchino Colombo. He had formerly worked for Ferrari. Fifties F1 cars were front-engined. Or, they were until Columbo came along. His T251 broke with that tradition. Its straight-eight engine was placed behind the driver. The 5-speed Porsche gearbox - and final drive - were unitary with the motor. That allowed for weight distribution ahead of its time. It all sat in a tubular space-frame chassis. Which was, in turn, hitched up to deDion axles. The fuel tanks flanked the driver. Another harbinger of F1 things to come.

The catalyst for the T251 was Jacques Bolore. He had recently married into the Bugatti family. It was not long before Bolore was influencing the way Bugatti was run. Since founder Ettore Bugatti's death - in '47 - the firm had put racing on hold. Bolore, though, had visions of Bugatti back in F1. Enter the T251! It was unveiled in late '55 - at an airfield, close to Bugatti's Molsheim base. It was there, too, that the car was first put through its paces - though not until March of the following year. Tester was Maurice Trintignant. The T251 was duly entered for the French GP, at Reims. Not, however, without qualms. T251 testing had revealed flaws. Designer Columbo - and driver Trintignant - maintained that more development was needed. But, Bolore's mind was made up. He wanted to go racing. And - in terms of executive clout - Bolore was now in Bugatti's driving seat.

Two 251s were taken to Reims. As the race got underway, the cars' avant-garde layout seemed on the money. Traction was noticeably improved - especially out of slower corners. High-speed handling, on the other hand, was hairy. The 251 had qualified 18th out of 20 starters. Ironically, it was to retire after only 18 laps. The pretext Bugatti gave was that the throttle was sticking. But, it was clear - to anyone with eyes to see - that the T251 was way off the pace. And - with Bugatti's coffers depleted - there was no more money for development, anyway. All a bit of an anti-climax, then - as far as Bugatti's return to top-flight racing was concerned. Sadly, Jacques Bolore's beloved T251 project turned into something of a damp squib!

Renault RS01

Renault RS01 1970s F1 car

The Renault RS01 never won a race. But, it was one of the most important F1 cars ever built. That is because of what it brought to the sport ... money! In the Sixties, the cash-stoked spectacle of today's billion-dollar industry, was but a glint in a banker's eye. Then, F1 was about gas, grease - and the spirit of racing. The cars on the grid were not so far removed from those that could be viewed in any well-appointed showroom. Souped-up, of course - but not radically different on a technical level. For better or worse, the Renault RS01 changed that status quo for good. In the Seventies, grease started going global - and not just in the cinema queues. Grease - as in the glamour of GP racing. For a financier - and his suit - that was worth risking the odd oil stain!

The Renault RS01, then, was a catalyst. The Gallic giant's commitment to F1 forced fellow manufacturers to do likewise. Alfa Romeo, Honda, BMW et al - they would all want a piece of the F1 pie! It was the mid-'60s when Renault spotted a shot at the big time. A 'blue riband' 3-litre Formula was in the offing. Motorsport's governing body gave the green light to super- and turbo-charged cars. So long as they had no more than half the capacity of their normally-aspirated rivals, they were good to go. In engineering terms, Renault saw a chance to position themselves at the cutting edge. They chose to go the turbocharged route. The Renault team were already in F2. As a result, they had a tidy two-litre V6 at their disposal. Pared back to 1.5-litres, as per the regulations - and duly turbocharged - the V6 was ready for F1. Especially when it had been slotted into a super-stiff chassis - designed by Andre de Cortanze and Jean-Pierre Jabouille. Hey, Jabouille even doubled up as driver!

In theory, the RS01 should have been setting the pace. It made substantially more power than its rivals. In practice, though, things were not so straightforward. The car's Achilles heel was poor reliability. Add to that, 'turbo lag'. Its 'kick-in' was far from light-switch sharp. That unpredictability made the RS01 a real handful - even for a driver of Jabouille's talent. Improvements were made - but still, the RS01 'Did Not Finish' too many times. Fourth place points did eventually come - at the '78 US GP. A year later, Jabouille even put the RS01 on pole - at Kyalami, South Africa. To be fair, that was largely because the non-turbocharged cars were suffering a case of high altitude sickness! At any rate, the pole did not convert to victory. Jabouille would go on to win - but that was in the Renault RS10, complete with 'ground effect' aerodynamics. No, the RS01's claim to fame was that it was a game-changer. It spawned a succession of rivals with turbocharged power. Those cars - and their constructors - reaped rewards the original did not. The price of innovation! The turbocharged-era cars would, in due course, have their wild wings clipped. But not before the excitement - and money - they generated, had percolated worldwide. F1 moved up a gear. The Renault RS01 had set a trend!