World Car Free Day

World Car Free Day, Takes place annually on September 22, to encourage motorists to give up their cars for a day and promote improvement of mass transit, cycling and walking, and the development of communities where jobs are closer to home and where shopping is within walking distance”. Studies showed that for short trips in cities, one can reach destinations more quickly using a bicycle rather than using a car.. The events, which vary by location, give motorists and commuterists an idea of their locality with fewer cars. While projects along these lines had taken place from time to time starting with the 1973 oil crisis, it was only in October 1994 that a structured call for such projects was issued in a keynote speech by Eric Britton at the International Ciudades Accessibles (Accessible Cities) Conference held in Toledo (Spain).

Within two years the first Days were organized in Reykjavík (Iceland), Bath (United Kingdom) and La Rochelle (France), and the informal World Car Free Days Consortium was organized in 1995 to support Car-Free Days worldwide. The first national campaign was inaugurated in Britain by the Environmental Transport Association in 1997, the French followed suit in 1998 as In town, without my car and it was established as a Europe-wide initiative by the European Commission in 2000. the Commission increased the program to a full European Mobility Week with the Car-Free Day part of a greater new mobility whole. In 2000, carbusters (World Carfree Network) Launched a World Carfree Day program and the Earth Day Network also launched a Earth Car Free Day.

Currently Bogotá holds the world’s largest car-free weekday event covering the entire city. The first car-free day was held in February 2000 and became institutionalised through a public referendum. In September 2007, Jakarta, the capital city of Indonesia, held its first Car-Free Day that closed the main avenue of the city from cars and invited local pedestrian to exercise and having their activities on the streets that normally full of cars and traffic. Along the road from the Senayan traffic circle on Jalan Sudirman, South Jakarta, to the Selamat Datang Monument at the Hotel Indonesia traffic circle on Jalan Thamrin, all the way north to National Monument Central Jakarta, cars are cleared out for pedestrians. Since May 2012 Jakarta has held a Car-Free Day every Sunday on the main avenues of the city, Jalan Sudirman and Jalan Thamrin, from Senayan area to Monas (Monumen Nasional), from 6 AM to 11 AM.

Traffic in Israel also stops (except for emergency vehicles) for more than 24 hours in observance of Yom Kippur. This encompasses all motorized vehicles, including cars and public transportation (buses, trains, taxis, airplanes etc.’). Cycling enthusiasts of the Hiloni stream and other religions take advantage of this, and roads (except in religious neighborhoods) become cycleways. Air pollution in Israel that day, measured by nitrogen oxides, drop by 99 percent.

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Sir Henry Segrave

Famous for setting three land speed records and the water speed record, Sir Henry O’Neil de Hane Segrave was born in Baltimore, Maryland on 22nd September 1896. He was the first person to hold both the land and water speed records simultaneously and became the first person to travel at over 200 mph (320 km/h) in a land vehicle.He was commissioned into the Royal Warwickshire Regiment in 1914 and served as a fighter pilot with the Royal Flying Corps from January 1916. In July 1916 he became a flight commander as a temporary captain. In 1919 he transferred to the Royal Air Force Administrative Branch, but soon resigned his commission due to his wounds. Segrave bragged that he would drive a car at over 200 miles per hour (320 km/h). In 1921 the 200-Mile Race at Brooklands was organised by the Junior Car Club, the first long-distance race to be run in Britain. The race, a contest for 1,500 c.c. light cars, was won by Segrave in a Talbot-Darracq.

He was the first Briton to win a Grand Prix in a British car. He won the 1923 French Grand Prix and the 1924 San Sebastian Grand Prix at Circuito Lasarte (Spain) in a Sunbeam automobile. After a further win at Miramas in France, he retired from racing to concentrate on speed records.On 21 March 1926, he set his first land speed record in his 4-litre Sunbeam Tiger Ladybird on the sands at Southport, England at 152.33 mph (245.149 km/h). This record lasted for just over a month, until broken by J.G. Parry-Thomas driving Babs. He regained the land speed record in 29 March 1927 in his 1000 HP Sunbeam Mystery (also known as ‘the Slug’) at the Daytona Beach Road Course at 203.79 mph (327.97 km/h), becoming the first person to travel over 200 mph (320 km/h).Segrave set his final land speed record at 231.45 mph (372.46 km/h) in his new car, the beautiful Golden Arrow, at Daytona Beach on 11 March 1929. This car had only 18.74 miles (30.16 km) on it, which makes it the least used car to set the World Land Speed record. Segrave then began concentrating on the water speed record. Golden Arrow has never been used since. The Golden Arrow is on display along with the Sunbeam 350HP and the Sunbeam 1000HP at the National Motor Museum, Beaulieu.

Segrave was also an avid motorboat racer and after his 1929 land speed record, he immediately went to Miami for a motorboat race against Garfield Wood, multiple water speed record holder and the first man to travel over 100 miles per hour on water. Segrave won, causing Wood’s first defeat in nine years. After Segrave returned to Great Britain, he was knighted for his many accomplishments. A few months after receiving his knighthood, on Friday 13 June 1930, Sir Henry Segrave unknowingly captured the water speed record driving Miss England II on England’s largest natural lake, Windermere. In a follow-up run the boat presumably hit a log and capsized, killing Miss England’s mechanic, Victor Halliwell. Segrave’s unconscious body was recovered, and taken to a hospital. He regained consciousness for a moment, was informed that he had indeed broken the record, then died a few moments later of lung haemorrhages on 13 June 1930 however The Segrave Trophy was established in 1930 to commemorate his life.

Ferdinand Porsche (jnr)

Austrian technical automobile designer and automaker-entrepreneur Ferdinand Anton Ernst Porsche Was born 19 September 1909, mainly known as Ferry Porsche. His father, Ferdinand Porsche, Sr. was also a renowned automobile engineer and founder of Volkswagen and Porsche. His nephew, Dr. Ferdinand Piëch, was chairman of Volkswagen from 1993 to 1998, and his son, Ferdinand Alexander Porsche, was involved in the design of the 911. Ferdinand Porsche Sr was chief designer at Austro-Daimler in Austria. His designs were focused on compact street cars and race cars. Austro-Daimler was so strongly tied to the local royalty that the Austrian double-headed eagle became the trademark of the company. Ferry Porsche learned to drive when he was only 10 years old. At age 12 he drove a real race car, the Austro-Daimler Sascha, which had just won its class at Targa Florio, Sicily, in 1922 and also attended school at Wiener Neustadt and Stuttgart, concentrating on mathematics. In 1923, the family moved to Stuttgart, due to senior Ferdinand Porsche’s unrest about the squandering financial destiny of Austro-Daimler. He joined the Daimler Motoren Gesellschaft at Stuttgart-Untertürkheim (where the design department from the whole company was concentrated). Soon, he achieved the position of technical director. Meanwhile, Ferry Porsche received consent from the company to stay at the plant together with his father because of his increasing interest in design issues.

Ferdinand Porsche senior enjoyed success particularly with his racing cars . His personal preference for designing compact cars differed to Daimler-Benz, who were in favor of more luxurious models. So he left and worked temporarily as the technical director of Steyr AG in Austria and then decided to open a consulting office of automobile design, in Stuttgart which had become a important part of Germany’s automobile industry and was therefor an ideal location for the new Porsche design company and soon Porsche GmbH was founded. Despite Germany’s financial crisis during the 1930′s Porsche managed to obtained contracts from important German automotive firms, such as Wanderer, Auto Union, Zwickau, Zündapp and Some of these projects had historical impact, such as the mid-engine Auto Union Silver Arrow race cars, which were designed by Porsche. During the 1930′s German racing cars were promoted. Daimler-Benz constructed a racing car & In 1933 Ferry Porsche also constructed a rival Porsche race cars, which had a 4.5 litre V-16 engine and an aluminum framework.In 1934, Auto Union was created, and the senior Porsche became the chief designer and they too designed racing cars. Both racing teams, Daimler-Benz and Auto Union soon became bitter rival on the Race Track during the 1930′s. In 1938, when his father moved to the new Volkswagen plant at Wolfsburg, Ferry became deputy manager of the Stuttgart bureau and relocated the design departments to Stuttgart-Zuffenhausen. Ferdinand Porsche’s old yearning had been to create a small compact & affordable car for the German family. So Work began at Stuttgart and the car became known as the Kdf-Wagen or Volkswagen (people’s car). During World War II Porsche seemed to develop a relatively “amicable” relationship with Adolf Hitler and Even though the relationship seemed mutual, in reality it was one-sided and The Porsche family was, in fact, somewhat pacifist and did not agree with Nazi ideals and may have even assisted Jewish employees including Adolf Rosenberger, without whose financial backing Porsche GmbH would not have existed, to escape Germany.

After World War II both Porsche’s father and son as well as Anton Piëch were arrested as war criminals and a bail of 500,000 francs was officially asked for each of the Porsche’s. It could be afforded only for Ferry Porsche who moved then to Austria, in July 1946. His father was taken instead to a harsh medieval prison at Dijon, upon release he attempted to return to Stuttgart but he was barred by the forces of occupation. In consequence, in July 1946, he brought all the structure of the company to Gmünd/Carinthia, Austria & obtained two contracts for automobile design. One was for the construction of racecars for the Cisitalia racing team. The other was for the design of their own car, which later became known as the Porsche 356. , Ferry Porsche started producing Grand Prix racing cars again. The new model was called the Porsche 360 Cisitalia, and It had a supercharged mid-mounted engine displacing 1.5 liters and four-wheel drive. Ferdinand Porsche also designed the Porsche 356, based on the compact Volkswagen. The 356 had an air-cooled, rear-mounted, 4-cylinder engine producing 35 hp. Despite the car’s compact size, it proved very popular and by 1965 had sold nearly 78,000 units, which was helped by Ferdinand Porsche’s mottos to produce automobiles which had to be reliable and of high-quality sports cars, of a high utilitarian value. Porsche ‘s most recognized involvement in car races began at 24 Hours of Le Mans, on June 1951, when an improved version of the 356 debuted on this track and won in its category. On successive years, Porsche ‘s winning contribution to Le Mans is regarded as fundamental for the own existence of the circuit. Later, in 1959, Porsche won for first time an event of the World Sportscar Championship, at Targa Florio, while a Porsche 917 would achieve the first Le Mans win finally in 1970.

At the demand of Porsche’s fans, the company began planning a successor to the 356. The project was originally called Porsche 901 and The first units were manufactured in 1962. However, Peugeot pushed legally for a change of the name, due to its registered trademark on automobile names with a zero amid two numbers. The model was renamed Porsche 911. Over time, it has evolved, but still kept the general shape and architecture since the beginning with a rear mounted high performance engine. It has sold about 600,000 units. After his father’s death in 1951 Ferry became general manager, the chairman of the board of management and In 1972, he decided to transform the Porsche Company into a public concern. In 1989, Ferdinand Porsche stepped down from the chairmanship and became honorary chairman of the supervisory board and remained in that position until his death In 1998 and Ferdinand Alexander Porsche took his place as general manager. when Ferdinand Porsche retired definitively from the activity, returning to his cherished Austrian farm at Zell am See. one of his last visited events was the launching of a new model, the Porsche 911 Carrera Cabriolet. It was based on the old 356, with a water-cooled engine of 6-cylinders and 300 hp. He also assisted in the celebration of the 30 years of the Porsche 911 which took place at Stuttgart and Ludwigsburg. He was buried there at the Schüttgut church.

Stirling Moss OBE

Former English race car driver Stirling Moss OBE FIE (Fellow of the Institute of Engineers) , was born September 17th 1929 . Moss was a pioneer in the British Formula One racing scene and placed second in the Drivers’ Championship four times in a row from 1955 to 1958 and won 212 of the 529 races he entered, including 16 Formula One Grands Prix.Moss’s first Formula One win was in 1955 at his home race, the British Grand Prix at Aintree. His Mercedes-Benz W196 led home a 1–2–3–4 win for the German marque. This victory made Moss the first British driver to win the British Grand Prix. It was the first race where he finished in front of Juan Manuel Fangio, his teammate, friend, mentor, and arch rival at Mercedes.One of his best remembered drives was in the 1955 Mille Miglia, which he won in the record time of 10 hours 7 minutes 48 seconds, finishing almost half an hour ahead of teammate Fangio in second place. In 1957 Moss won on the longest circuit to ever hold a Grand Prix, the daunting 25 km (16 mi) Pescara Circuit, again demonstrating his skills at high speed, long distance driving. He beat Fangio, who started on pole, by a little over 3 minutes over the course of a gruelling 3 hour event. In the 1960 Formula One season, Moss took the top step of the podium at Monaco, winning in Rob Walker’s Coventry-Climax-powered Lotus 18. For the 1961 F1 season, which was run under the new 1.5-litre rules, Enzo Ferrari rolled out his state-of-the-art “sharknose” Ferrari 156 with an all-new V6. Moss was stuck with an underpowered Climax-engined Lotus, but managed to win the 1961 Monaco Grand Prix by 3.6 seconds (beating the 156s of Richie Ginther, Wolfgang von Trips, and Phil Hill).

Sadly though, I n 1962, Moss was badly injured in a crash at Goodwood in a Lotus in the Glover Trophy. The accident put him in a coma for one month and partially paralyzed the left side of his body for six months. He recovered but decided to retire from racing after a private test session in a Lotus 19 the next year. He would compete in as many as 62 races in a single year and drove 84 different makes of car over the course of his racing career, including Lotus, Vanwall, Maserati, Jaguar, Ferrari and Porsche. Like many drivers of the era, he competed in several formulae—very often on the same day and was as gifted at the wheel of a sports car as he was in a Grand Prix car. For three consecutive years (1958–1960) he won the gruelling 1,000 km (620 mi) race at Germany’s Nürburgring, the first two years in an Aston Martin (where he won almost single-handedly) and the third in the memorable Tipo 61 “birdcage” Maserati, co-driving with young American prospect Dan Gurney. Moss was also a competent rally driver and is one of only three people to have won a Coupe d’Or (Gold Cup) for three consecutive penalty-free runs on the Alpine Rally (Coupe des Alpes). In addition, he finished second in the 1952 Monte Carlo Rally driving a Sunbeam-Talbot 90 with co-driver John Cooper. He retired in 1962 after a crash left him in a coma for a month, as afterwards he felt unable to continue driving at a professional level. In spite of this early retirement he has remained a well-known figure.

Retired Formula One driver Damon Graham Devereux Hill OBE was also born 17 September, in 1960. He is the son of the late Graham Hill, and is the only son of a world champion to win the title. His father died in an aeroplane crash when Hill was 15. He started racing on motorbikes in 1981 and after minor success, he moved on to single-seater racing cars and progressed steadily up the ranks to the International Formula 3000 championship by 1989, where, although often competitive, up until that point he never won a race.

Hill became a test driver for the Formula One title-winning Williams team in 1992. He was promoted to the Williams race team the following year after Riccardo Patrese’s departure and took the first of his 22 victories at the 1993 Hungarian Grand Prix. During the mid-1990s, Hill was Michael Schumacher’s main rival for the Formula One Drivers’ Championship. The two clashed on and off the track. Their collision at the1994 Australian Grand Prix gave Schumacher his first title by a single point. Hill became champion in 1996 but was dropped by Williams for the following season. He went on to drive for the less competitive Arrows and Jordan teams, and in 1998 gave Jordan its first win.

Hill retired from racing after the 1999 season. He has since launched several businesses and has made appearances playing the guitar with celebrity bands. In 2006, he became president of the British Racing Drivers’ Club, succeeding Jackie Stewart. Hill stepped down from the position in 2011 and was succeeded by Derek Warwick. He presided over the securing of a 17-year contract for Silverstone to hold Formula One races, which enabled the circuit to see extensive renovation work.

W.O. Bentley

Bentley 3 Litre

English Engineer Walter Owen Bentley, MBE was born 16 September 1888. in Hampstead, London, His father was retired businessman Alfred Bentley, and mother was Emily, née Waterhouse. He was as privately educated at Clifton College in Bristol from 1902 until 1905, when at the age of 16 he left to start work as an apprentice engineer with the Great Northern Railway at Doncaster in Yorkshire for five years . Here he learnt to design complex railway machinery and gained practical experience in the technical procedures to cast, manufacture, and build it. After completing his apprenticeship he left Great Northern in 1910 and began racing Quadrant, Rex, and Indian motorcycles. He competed in two Isle of Man Tourist Trophy races, on a Rex in 1909 and as a member of Indian’s factory team in 1910.

After studying theoretical engineering at King’s College London, he took employment with the National Motor Cab Company, where his several duties included overseeing the maintenance of the fleet’s 250 Unics. He was fascinated by the cabbies’ ingenuity at fiddling the meters. In 1912 he joined his brother, H. M. (Horace Millner) Bentley, in a company called “Bentley and Bentley” that sold French DFP cars. To improve performance Bentley designed Aluminium Alloy pistons and a modified crankshaft for the engines which went onto break several records at Brooklands in 1913 and 1914. During World War I Bentley used aluminium alloy pistons in military applications to benefit the national interest: as they improved power output and ran cooler, allowing higher compression ratios and higher engine speeds. He was Commissioned in the Royal Naval Air Service, and shared his knowledge and experience with various manufacturers. The company’s first aero engine, named the Eagle, was designed with pistons of aluminium instead of cast-iron or steel and the same innovation was also used in all Sunbeam’s aero engines. The Navy gave him a team to design his own aero engine at the Humber factory in Coventry. Designated the BR1, Bentley Rotary 1, And The bigger BR2 followed in early 1918. In recognition, Bentley was awarded the MBE. the Royal Commission on Awards to Inventors also awarded him £8,000.

After the war, in early 1919, W. O. and his brother founded Bentley Motors Limited in Cricklewood and turned his aero engines business into one of car production. In a group that included Frank Burgess (Humber) and Harry Varley (Vauxhall), they designed a high quality sporting tourer for production under the name Bentley Motors and Engine designer Clive Gallop helped develop their 3,000 cubic centimetres (180 cu in) straight-4 engine. The 3-litre engine ran for the first time in New Street Mews, Baker Street, London. W.O.’s first complete Bentley 3 Litre car began road tests in January 1920 and the first production version arrived in 1921. W.O.’s motto was “To build a good car, a fast car, the best in class.” His cars raced in hill climbs and at Brooklands, and the lone 3 Litre entered by the company in the 1922 Indianapolis 500 mile race and driven by Douglas Hawkes finished thirteenth at an average speed of 74.95 mph. In 1922 Bentley entered a team of his new 3-litre modified and race-prepared cars in the 1922 Tourist Trophy driving himself in Bentley III. Jean Chassagne (later himself a ‘Bentley Boy’) on a 1921 Grand Prix Sunbeam winning outright. Bentleys set many records at the Le Mans 24-hour races, with “Bentley Boy” Woolf Barnato winning three times. In 1923 Bentley attended the inaugural Le Mans race, he saw John Duff and Frank Clement’s private entry take fourth place. ABentley 3 Litre won at Le Mans in 1924. However neither of the two Bentleys entered in the 1925 race finished it, but subsequent models won again in 1927, 1928, 1929, and 1930, Prompting. Ettore Bugatti to comment that W.O. made “the fastest lorries in the world.”

Sadly Bentley Motors Ltd. encountered financial difficulties, And Kimberley diamond magnate Barney Barnato’s heir Woolf Barnato purchased the business’s assets and became chairman.W. O. continued his design work as Barnato’s employee. The racing version of the W.O.-designed six-cylinder Speed Six—the road car was introduced in 1928—proved to be the most successful Bentley in competition, and won Le Mans in 1929 and 1930. In 1929, a supercharged, “Blower” version of the 1927 4½ Litre was developed sadly though it was not a success. Although Barnato continued racing Bentleys with distinction, and even though the company sold a hundred of its 8 Litre model, which was launched as a grand car for the ultra-rich in October 1930 (Bugatti sold three of his equivalent model, the Royale), the Great Depression took its toll and By July 1931 Barnato’s financial support had dwindled, and Bentley Motors went into voluntary liquidation with a Receiver appointed to the company.

Rolls-Royce eventually bought the company in 1931 and production of the Bentley 8 Litre, which competed directly with the Rolls-Royce Phantom II, was terminated and production switched to Rolls-Royce premises in Derby and, postwar, Crewe. Rolls-Royce also acquired the Bentley showrooms in Cork Street, the service station at Kingsbury, the whole establishment at Cricklewood and Bentley himself and Barnato was invited to become a director of the new Rolls-Royce subsidiary, Bentley Motors (1931) Limited, Bentley also joined Rolls-Royce under a contract extending from 1 May 1932 to the end of April 1935 and Work began on The new Derby 3 1⁄2-litre. Although Bentley admired Rolls-Royce’s achievements he left Rolls-Royce at the end of April 1935 with a sense of freedom. Then after A Lagonda M45R Rapide with a Meadows engine won at Le Mans in June 1935 W. O. joined The Lagonda board of directors as technical director, with the majority of the Rolls-Royce racing department staff following him to Lagonda, including Frank Stark, Reg Ingham, Donald Bastow and Stewart Tresilian, who was Chief designer of the 4480 cc 180 Bhp V12 project launched in 1937 which could go from 7 to 105 mph in top gear and to rev to 5000 rpm. However Tresilian left in early 1938 for a Hawker Siddeley subsidiary and V12 development was abandoned.

During the Second World war W. O. worked on armaments at Lagonda. towards the end of the war he began work on a new straight-6 engine as Lagonda’s V12 was too extravagant, so he developed a modern 2580 cc dual overhead cam straight-6 engine producing 105Bhp. In 1947 production of the Lagonda 2.6 litre motorcar designed by Mr W. O. Bentley, was cancelled. However this Lagonda specification was bought by David Brown & Sons (Huddersfield) Limited, gear-wheel manufacturer, along with Aston Martin to gain Bentley’s engineering expertise, and placed The under the bonnet of The Aston Martin DB2 and was used until 1959. Bentley remained as an engineer at Aston Martin-Lagonda until moving to Armstrong Siddeley, where he designed another twin-overhead-cam 3-litre engine for the Armstrong Siddeley Sapphire before retiring.W. O. married three times. In 1914 he married Leonie Gore, the daughter of the ninth baronet, who tragically died in 1919 . He then married Poppy (Audrey Hutchinson) in 1920. a fun-loving society woman who disliked factories, whereas Bentley, a homely modest man loved to spend his time in the workshop and they divorced in 1931. He married Margaret Roberts Hutton née Murray in 1934 and she survived him. He had no children. Bentley died at Woking, Surrey, Friday 13 August 1971, shortly before his 83rd birthday, revered patron of The Bentley Drivers’ Club. His widow, Margaret, survived him and died in 1989.

 

Ettore Bugatti

World renowned automobile designer and manufacturer Ettore Bugatti  was Born 15 September 1881, in Milan. Before founding his eponymous automobile manufacturing company Automobiles E. Bugatti, Ettore Bugatti designed a number of engines and vehicles for others. Prinetti & Stucchi produced his 1898 Type 1. From 1902 through 1904, Dietrich built his Type 3/4 and Type 5/6/7 under the Dietrich-Bugatti marque. In 1907, Bugatti became an employee of Deutz Gasmotoren Fabrik, where he designed the Type 8/9. Bugatti developed the Type 2 in 1900 and 1901, respectively. He developed the Type 5 in 1903. While employed at Deutz, Bugatti built the Type 10 in the basement of his home. In 1913, Bugatti designed a small car for Peugeot, the Type 19 Bébé.

Although born in Italy, Bugatti established his eponymous automobile company, Automobiles E. Bugatti, in the town of Molsheim in the Alsace region of France in 1909 where they manufactured many gorgeous looking high-performance automobiles which were well known for the beauty of their designs Ettore Bugatti was from a family of artists and considered himself to be both an artist and constructor) and for the large number of races that they have won.The company was known both for the level of detail of its engineering in its automobiles, and for the artistic way in which the designs were executed, given the artistic nature of Ettore’s family (his father, Carlo Bugatti (1856–1940), was an important Art Nouveau furniture and jewelry designer). The company also enjoyed great success in early Grand Prix motor racing, winning the first ever Monaco Grand Prix. The company’s success culminated with driver Jean-Pierre Wimille winning the 24 hours of Le Mans twice (in 1937 with Robert Benoist and 1939 with Pierre Veyron). Famous Bugattis include the Type 35 Grand Prix cars, the Type 41 “Royale”, the Type 57 “Atlantic” and the Type 55 sports car.

Bugatti’s cars focused on design, Engine blocks were hand scraped to ensure that the surfaces were so flat that gaskets were not required for sealing, many of the exposed surfaces of the engine compartment featured Guilloché (engine turned) finishes on them, and safety wires had been threaded through almost every fastener in intricately laced patterns. Rather than bolt the springs to the axles as most manufacturers did, Bugatti’s axles were forged such that the spring passed though a carefully sized opening in the axle, a much more elegant solution requiring fewer parts. He famously described his arch competitor Bentley’s cars as “the world’s fastest lorries” for focusing on durability. According to Bugatti, “weight was the enemy”. Bugatti was known for the advanced engineering of its premium road cars and its success in early Grand Prix motor racing. A Bugatti was driven to victory in the first Monaco Grand Prix.

Tragically Ettore Bugatti’s son, Jean Bugatti, was killed on 11 August 1939 at the age of 30 while testing a Bugatti Type 57 tank-bodied race car near the Molsheim factory, after that, the company’s fortunes began to decline. World War II ruined the factory in Molsheim, and the company lost control of the property. During the war, Bugatti had planned to build a new factory at Levallois in Paris and designed a series of new cars. Sadly though he passed away on 21 August in 1947, and was buried in the Bugatti family plot at the municipal cemetery in Dorlisheim near Molsheim. His demise proved to be the end for the marque, and the death of his son Jean Bugatti in 1939 ensured there wasn’t a successor to lead the factory. by the 1950s The company was struggling financially, and released one last model , before eventually being purchased for its airplane parts business in the 1960s. No more than about 8000 cars were made. The company attempted a comeback under Roland Bugatti in the mid-1950s with the mid-engined Type 251 race car. Designed with help from Gioacchino Colombo, the car failed to perform to expectations and the company’s attempts at automobile production were halted. In the 1960s, Virgil Exner designed a Bugatti as part of his “Revival Cars” project. A show version of this car was actually built by Ghia using the last Bugatti Type 101 chassis, and was shown at the 1965 Turin Motor Show. Finance was not forthcoming, and Exner then turned his attention to a revival of Stutz.

The Bugatti marque was resurected when Italian entrepreneur Romano Artioli acquired the Bugatti brand in 1987, and established Bugatti Automobili SpA. Bugatti commissioned architect Giampaolo Benedini to design the factory which was built in Campogalliano, Italy.By 1989 the plans for the new Bugatti revival were presented by Paolo Stanzani and Marcello Gandini, designers of the Lamborghini Miura and Lamborghini Countach. Bugatti called their first production vehicle the Bugatti EB110 GT. Bugatti advertised the EB110 as the most technically advanced sports car ever produced.Famed racing car designer Mauro Forghieri served as Bugatti’s technical director from 1992 through 1994. It was around this time that the newly revived Bugatti presented a prototype large saloon called the EB112 in 1993. Perhaps the most famous Bugatti EB110 owner was seven-time Formula One World Championracing driver Michael Schumacher who purchased an EB110 in 1994. Sadly though By the time the EB110 came on the market, the North American and European economies were in recession. Poor economic conditions forced the company to fail and operations ceased in September 1995.

The Bugatti brand was then acquired by Volkswagen AG in 1998, and Giorgetto Giugiaro of ItalDesign was commissioned to produce Bugatti’s first concept vehicle, the EB118, a coupé that debuted at the 1998 Paris Auto Show. The EB118 concept featured a 408 kilowatts (555 PS; 547 bhp), W-18 engine, which is widely considered to be the first W-configuration engine in any passenger vehicle. After its Paris debut, the EB118 concept was own again in 1999 at the Geneva Auto Show and the Tokyo Motor Show. Bugatti introduced its next concepts, the EB 218 at the 1999 Geneva Motor Show and the 18/3 Chiron at the 1999 Frankfurt Motor Show (IAA). Bugatti Automobiles S.A.S. began assembling its first regular-production vehicle, the splendidly awesome Bugatti Veyron EB 16.4 in September, 2005 at the Bugatti Molsheim, France assembly “studio”, and the even quicker Bugatti Veyron Supersport currently holds the record for the Worlds Fastest Street Legal Production Car after being clocked doing 431.072 km/h (267.856 mph). The Veyron was also named Car of the Decade (2000–2009) by the BBC television programme Top Gear and The standard Veyron won Top Gear’s Best Car Driven All Year award in 2005. Bugatti also has a concept for a Luxury Grand Tourer, named the Bugatti 16C Galibier in the pipe-line too.

Sir William Lyons

Sir William Lyons, the creator of Jaguar Cars Limited was born September 4, 1901 in Blackpool. After attending Arnold School, he obtained an engineering apprenticeship at Crossley Motors in Manchester, where he also studied at the technical school. He left Crossley in 1919 to work as a salesman at the Sunbeam dealers Brown and Mallalieu in Blackpool.In 1921 he met William Walmsley who was converting army-surplus motorcycles for civilian use and making sidecars. Lyons admired the sidecars and bought one. Lyons and Walmsley obtained a substantial £500 bank guarantee to go into business. So they founded the Swallow Sidecar Company in 1922, which became Jaguar Cars Limited after the Second World War.Their plans were delayed as Lyons was under the legal age, but on his 21st birthday he formed a partnership with Walmsley. It was called Swallow Sidecars and had a staff of “three men and a boy”.The company manufactured stylish sidecars, but after 1927 made increasing numbers of low cost coach-built cars, especially the Austin Seven Swallow which the Blackpool factory produced at the rate of 12 per week. Following several moves to larger premises in Blackpool, in 1928 Lyons moved the company (and his family) to Coventry. His family home was Woodside, Gibbet Hill, on the fringe of the city. Production increased to 50 cars each week. In 1931 they began selling the SS1, and in 1933 the company name was changed to SS Cars Ltd. The following year, William Walmsley left the company.

The first “Jaguar” model was offered in 1935, and after WW2 and Lyons also changed the company name to Jaguar.During the War vehicle production was switched to aircraft manufacture and repair, but engineering development did continue. Some secretive military projects were undertaken but most importantly for the future of the company, Lyons and his engineering team worked on a new engine which was topower his vision of a mass produced sporting saloon car. The XK engine was completed in 1948 and launched in a (supposedly) one-off concept sports car to help draw attention to it. This succeeded far better than was envisaged and both became an overnight sensation, globally. The XK engine went on to power all Jaguars until its last appearance in 1983. The sports car, XK120, went into full production too and led to a string of attention-grabbing (and profitable) sports cars which led to international sporting success (most notably at Le Mans) and helped put the name of Jaguar Cars and Coventry on the world map. But Lyons main focus was on the saloon car which became his last and proudest achievement, the XJ6 of 1968.

He was responsible for the styling of every new model introduced (although the C-type, D-type, E-type and XJ-S were designed by Malcolm Sayer). This was remarkable, as Sir William was not a trained draughtsman, and designed primarily using full scale 3-D mockups, which were continually adjusted by craftsmen working under his instructions. Undoubtedly one of his other great skills was to pick the highly accomplished team that was to remain loyal to him for so long. In 1956 Lyons was knighted for his services to British industry and for the fine export performance of the company. In 1966, faced with a strengthening global industry, he merged Jaguar with the British Motor Corporation (BMC) to form British Motor Holdings, which was later absorbed into British Leyland. Unfortunately the final years of Lyons tenure before he retired as managing director near the end of 1967, while remaining on as chairman, were a constant struggle against impossible odds to retain the identity and independence of his company, not least its engineering department. He retired completely in 1972,

Sadly His health declined fairly rapidly in retirement but happily he did live long enough to witness a remergence of sorts of his company under John Egan before passing away 8 February 1985 at his home in Wappenbury Hall, Leamington Spa. William’s daughter Patricia also married Leeds Jaguar-distributor and rally driver Ian Appleyard, and was his co-driver in many international rallies from 1951 to 53, mostly in an XK120 registered NUB 120, including the Alpine Rally, which they won three times.