Difference between revisions of "Ilario Bandini"

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'':For the automobile named after Ilario Bandini see [[Bandini]]''
  
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{| border=1 cellspacing=3 cellpadding=4 style="float:right; margin: .5em 1em .5em 1em; width:250px; background:#505050; border-collapse:collapse; border:1px solid #999; font-size:83%; line-height:1.5; " summary="Infobox Automobile"
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|- style="text-align:center; background:#505050;"
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| colspan=2 style="padding:0; background:#808080; color:#fff; border-bottom:1px solid #999;" |[[Image:Ing_Ilario_Bandini.jpg|250px|'''Eng. Ilario Bandini (Imola circuit, 1988)''']]
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|- style="color:#fff; background:darkred; font-size:larger;"
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! colspan=2 |'''Ilario Bandini'''
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|Birth date  ||  04/18/1911
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|Birth place || Villa Rovere, [[Forlì]], [[Italy]]
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|Death date || 04/12/1992
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|Death place || [[Forlì]], [[Italy]]
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|Occupation || Car builder
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|Nationality || {{flagiconItaly}} [[Italy|Italian]]
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|}
  
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==Biography==
 
  
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[[Image:IlarioBandini0053.JPG|thumb|right|200px|Ilario Bandini at work in the 90's]]
  
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Ilario Bandini born of Sante and Dora Fabbroni in Bandini farmers to Villarovere, around Forlì, April 18, 1911. Finite primary schools started working as a mechanic and turner in  [[Forlì]]. Twenty-five years old he part for '[[Eritrea]], Italian colony, where the fruit makes the experience accumulated repairing [[truck | truck]] and by [[transport]] himself from Decamerè to [[Asmara]]. He returned to Italy in the [[1939]], with profits savings, opens in downtown Forlì un'autorimessa flanked by a rental car with and without drivers.
 
  
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[[Image:Ilario_e_Gualtiero_Bandini_.jpg|thumb|Ilario and his brother Walter with the first half of locomotion built.]]
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'''Ilario Bandini''' (18 April 1911 - 12 April 1992) was an [[Italy|Italian]] businessman, [[motor racing|racing driver]], and [[racing car]] builder.
  
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In the same year it begins to compete as a motorcyclist participating in the circuit [[Faenza]], the circuit [[Lugo di Romagna]] and race [[Imola]]. In [[1940]] taking part in its first [[A Thousand Miles]] with a [[Fiat Balilla 508 | Fiat Balilla]] Cup gold. During the [[World War II]], to tackle the shortage of fuel for civilian use, equips its auto plants [[gasogeno]]. In [[1946]], assembling it again the [[Fiat 1100]], that had cut and hidden to requisition German adjusts chassis and the suspension scheme. The aluminum body is the work of Turin Rocco Motto; born so [[Bandini 1100 (1946) | The first car Bandini]].
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==Early years==
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Bandini was born in Villa Rovere, today administratively part of [[Forlì]] in [[Romagna]]. On leaving elementary school he worked as an apprentice mechanic and [[Turning|turner]] in nearby Forli. At the age of 25 he moved to [[Eritrea]], then an Italian colony.  Here he made good use of experience he had accumulated repairing trucks, operating a transport business between  [[Dekemhare]] and [[Asmara]]. He returned to Italy in 1939 and with his savings, opened a garage and [[car rental|rental car]] ''cum'' [[limousine]] service in downtown Forlì.
  
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[[Image:La_prima_Bandini.jpg|left|thumb|[[Bandini 1100 (1946)|The first]] Bandini]]
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[[Image:Ilario_e_Gualtiero_Bandini_.jpg|thumb|right|200px|'''Ilario and his brother Gualtiero (Walter) with their first wheeled vehicle.''']]
  
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In [[1947]] participates in the circuit [[Asti]] at the wheel of a [[Cisitalia]] D46 and is the second category in Predappio-Rocca delle Walk with the 1100 sports.
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In the same year, Bandini began competing as a [[motorcycle racing|motorcycle racer]], participating in races at [[Faenza]], [[Lugo di Romagna]], and [[Imola]]. In 1940, he first took part in the [[Mille Miglia]], driving a [[Fiat 508|Fiat Balilla]] "Coppa d'oro". During [[World War II]], faced with shortages of fuel for civilian use, Bandini adapted his automobile engines to operate with [[wood gas]]. In 1946, he reassembled a [[Fiat 1100]] which earlier he had cut apart and hidden to avoid requisition by German forces: as the car was rebuilt, he modified the chassis and suspension. Fitted with an aluminum body, the work of Turin [[coachbuilder]] [[Rocco Motto]], this car became the [[Bandini 1100 (1946)|Bandini 100]], the first to carry the Bandini [[marque|name]].
  
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Having constructed a second ''[[Bandini 1100 | Bandini 1100]]'' participates in the [[Mille Miglia]], [[1949]] with a new ''[[Bandini 1100 torpedo | Bandini 1100]]'' with bodywork and torpedo parafanghini type motion. the engine is always a [[Fiat]] drafted and amended in the [[distribution (mechanical) | distribution]] (double mast to cammes head) [[Bialbero | DOHC]] derived [[Alfa Romeo]].
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[[File:La prima Bandini.jpg|left|thumb|[[Bandini 1100 (1946)|The first]] Bandini]]
  
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Here are other races like the circuit [[Senigallia]], [[Ferrara]], [[Modena]], [[Bari]], [[Pescara]] and the tour of '[[Umbria]] where sampling taste the first victory of class.
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==1940s racing career in Italy==
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In 1947, at the wheel of a [[Cisitalia]] [[Cisitalia D46|D46]], Bandini raced at the [[Asti]] circuit, coming second in his class in the Predappio-Rocca delle Camminate race with his [[Bandini 1100|1100 Sport]].
  
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At the beginning of [[years 1950 | fifties]], while in Italy Ilario Bandini becomes concessionaire [[Alfa Romeo]] and [[Lancia | Lancia]] the first Bandini arrives in [[USA]] where in the hands of the pilots Dick Gent and Bob Said begin the first successes and I appreciated the qualities of lightness and stability looms patented steel tubes special section elliptical.
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After constructing a second example, Bandini entered the 1949 [[Mille Miglia]] with his new [[Bandini 1100 siluro|'''1100 ''siluro''''']], featuring torpedo-like bodywork and [[Fender (vehicle)|cycle fender]]s (separate mudguards). The car still used the same Fiat engine, modified with a [[Overhead camshaft#Double overhead camshaft|twin overhead camshaft]] [[cylinder head]] based on an [[Alfa Romeo]] design. With this car, Bandini entered events at [[Senigallia]], [[Ferrara]], [[Modena]], [[Bari]], and [[Pescara]]. He first tasted victory with a class win in the Tour of [[Umbria]] (''Giro dell'Umbria'').
  
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The importer italoamericano Tony Pompey thought that those frames, already winning with engines [[Fiat]] and [[Siata]] in the category until 1100 and until 1500 could be even more competitive in the category up to 750 cm³ equipped with engines [[Crosley]].
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At the start of the 1950s, Ilario Bandini became a dealer in Italy for [[Alfa Romeo]] and then for [[Lancia]]. Meanwhile, the first Bandini arrived in [[United States]]. Here, in the hands of drivers [[Dick Gent]] and [[Bob Said]], the car enjoyed early racing successes:  its lightness and stability, using a patented [[ellipse|elliptical-section]] steel tube [[space frame]], were particularly appreciated.
  
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Ilario them change in lubrication, in the [[engine capacity]], distribution, in cinematismi and install them on looms only 18 kg who have applied body of Motto who had understood well the style Bandini. Both "devotees" of essential and practicality without sacrificing But the sinuosity of forms and compliance regulations. Was born the ''[[Bandini 750 sports torpedo ]]''.
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==1950s racing opportunities in the USA==
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American importer Tony Pompeo thought this space frame chassis, already winning in 1100 and 1500 cc classes with [[Fiat]] and [[Siata]] engines, could be even more competitive in the 750 cc category, equipped with [[Crosley]] [[Crosley#Engines|powerplants]]. With this in mind, Bandini made changes to the engine lubrication system, [[distributor]], and [[valvetrain]], also marginally increasing the stroke, enlarging the capacity from 721 cc to 747 cc. He designed space frames weighing only 18 kg (40 lb), to which he fitted bodies by [[Rocco Motto|Motto]], whose designs were perfectly in harmony with the Bandini philosophy, incorporating practicality and compliance with regulations, without sacrificing elegance of form. So was born the '''[[Bandini 750 sport siluro]]'''. These cars, when their headlights were removed, qualified to race in the sports category: they could also be adapted to qualify for the racing category simply by removing their cycle fenders (separate mudguards).
  
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These cars with headlights disappearance may run in the sports category race or simply removing the parafanghini type [[motorcycle | motorcycle]].
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With exports increasing, Bandini earned respect and success in races outside Italy, also gaining coverage in the [[Automobile magazine|specialist press]]. Two Bandinis were shown at [[Chicago]] in 1952, with a 750 sports torpedo displayed at the in 1953 [[New York Auto Show]] at [[Madison Square Garden]]. Despite his commitments, Bandini himself continued to race, competing at [[Chieti]], Senigallia, and [[Bari]], as well as piloting the 750 to it first victory, the [[Bologna]]-Raticosa [[hillclimb]], in 1952. Meanwhile, [[Chuck Hassan]] and [[Beau Clarke]] shared a 750 in 1953's [[12 Hours of Sebring]] (the first [[sports car racing|World Sports Car]] [[World Sportscar Championship|Championship event)]], after coming in third in the Six Hours of [[Vero Beach, Florida|Vero Beach]], first at [[Southwest Georgia|Sowega (Georgia)]], and (despite lost time due to a puncture) second at Bryanfan.
  
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Exports are increasing, Bandini earn the respect and success in races overseas and with it covers and specialized services in newspapers, two Bandini are exposed to [[Chicago]] in [[1952]], a 750 sports torpedo is exposed in [[1953]] at Madison Square Garden [[New York]], while Hassan with Clark participating in the [[Circuit Sebring | 12 hours of Sebring]] (the first test of [[World Championships sportprototipi | World Championship sports]]) after arriving third to six hours of Vero Beach, the first to Sowega (Georgia) and second (recovering lost time for a puncture) Bryanfan.
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[[Image:Motori_Bandini.JPG|left|thumb|200px|'''The first series of [[DOHC]] engines''']]
  
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[[Image:Motori_Bandini.JPG|left|thumb|The first series of engines [[bialbero ]].]]
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==Engineering evolutions==
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The cars were designed in the corner of a garage and built by his brother Aurelio with a small trusted team, but it was Bandini himself who personally oversaw every aspect, from design to assembly to testing, whether on the bench, on the street, or on the track. From 1953, the bodywork was produced in-house, Meanwhile the Crosley-sourced engines underwent a radical transformation: a new gear-driven [[Overhead camshaft#Double overhead camshaft|DOHC]] head was fitted and a single [[Weber]] [[carburettor]] replaced the [[Dell'Orto]]. Rods, pistons, crankshaft, and sump were all replaced: all that remained of the original Crosley engine was the aluminium [[Cylinder block|block]].
  
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The Bandini are designed in a corner of the garage and built in with the collaboration of a dozen people of trust and his brother Aurelio, but is the same Ilario to ensure every aspect, from the definition to the last detail, from design to completion testing in the street, on the track or the bench. From [[1953]] the bodywork are produced independently while engines Crosley undergo a radical transformation by adopting a new head DOHC with transmission of motion gear. I [[carburettor | carburettors]] Weber replace the now Dell'Orto. Rods, piston, crankshaft, sump, of Crosley now remains only a good base in [[aluminium]] to five media bench.
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[[Image:Ilario_Bandini_con_motore_750_ss.jpg|left|thumb|150px|'''The second series of engines 750 cc''']]
  
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Despite the commitments, is Bandini himself who takes satisfaction in the first racing circuit ([[Chieti]], Senigallia, [[Bari]]) and the first victory of 750 to race uphill [[Bologna]]-Raticosa [[1952]].
 
  
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In [[1953]] the Italian regulation requires that the fenders are integrated with the bodywork, Bandini adapts and Ilario part in the Mille Miglia (valid proof for [[World Championships sportprototipi | world sport]], as Sebring), retires in Forlì is always in the first three to [[Salerno]], [[Ascoli Piceno]], [[Teramo]], [[Macerata]], Senigallia, [[Circuit Montenero]] (Livorno) and on the ascent of Consuma (Bologna); will be at the end of the fourth year in the Italian championship sports 750 cc
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==1950s racing in Italy==
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In 1953, the Bandini was adapted for new Italian racing regulations, which required fenders (mudguards) to be integrated into the body shell. Entered in the Mille Miglia, the 750 proved the World Sportscar Championship result at Sebring had been no fluke, but failed to finish in Forlì. Nevertheless, it was consistently placed in the top three at [[Salerno]], [[Ascoli Piceno]], [[Teramo]], [[Macerata]], [[Senigallia]], [[Montenero Circuit]], and the Consuma ([[Bologna]]) hillclimb, which concluded a successful fourth year in the Italian 750 cc championship.
  
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[[Image:Ilario_Bandiini_750siluro.jpg|thumb|Bandini with a [[Bandini 750 sports torpedo|750 sports torpedo .]]]]
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[[Image:Ilario_Bandiini_750siluro.jpg|thumb|'''Bandini with a [[Bandini 750 sports torpedo|750 sports torpedo]] ''']]
  
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At [[Mille Miglia]] should be better Bondi ending obtaining an excellent place to ninth on 69 partenti category. Other crews will participate until all'edizione, [[1957]] (Zanini-Vitali, Tinazzo-Sintoni, Fouls-Pacitti, Camisotti-Sintoni and Garavini) for a total of 13 participations. In particular, in terz'ulitma edition crew Rusconi-Sintoni will retire to a fire after refuelling [[Florence]]; had ragggiunto [[Rome]] with the excellent time of 7h: 35 ': 30 "more than an hour in less time two years earlier.
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At the Mille Miglia, Massimo Bondi driving a Bandini 750 finished an excellent ninth in his class, out of a field of 69 entrants. A further 13 entries by other driver teams would be undertaken by 1957 (including Zanini-Vitali, Tinazzo-Sintoni, Fouls-Pacitti, Camisotti-Sintoni and Garavini). Notably, in 1955, two years before the final 'true' Mille Miglia, the Bandini 750 shared by Rusconi and Sintoni had to retire after a refuelling fire at [[Florence]], but not before having reached [[Rome]] in just 7 hours 35 minutes 30 seconds, which was more than an hour quicker than two years earlier.
  
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In [[1954]] the production of sport torpedo (two seats) alongside that of ''[[Bandini formula 3 | formula 3]]'' (car) that the peculiarities of cars Bandini combines an engine enhanced up to 73 hp at 9000 rpm and, to lower the [[center of mass | CG]], Ilario down the differential and unites him to a box of reference that accepts the transmission shaft;
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[[File:Bandini1100siluro.jpg|left|thumb|250px|'''Ilario Bandini in his 1100 with Cantelli at the start of the 1949 Mille Miglia''']]
  
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[[Image:Ilario_Bandini_con_motore_750_ss.jpg|left|thumb|The second series of engines 750 cc.]]
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In 1954, production of the two seat sport torpedo continued alongside the new single seater [[Bandini formula 3|Formula 3]] car, for which an impressive 93 hp at 9,000 rpm was claimed.  A  lowered centre of gravity was achieved by combining the gear box with the differential in a combined unit mounted across the rear axle. In 1957, following the success of [[Jaguar Cars|Jaguar]]'s [[Jaguar C-type|C-]] and [[Jaguar D-Type|D-type]]s at Le Mans in beginning in 1951, the brakes were upgraded to [[disc brake|disc]]s on all four wheels. This car came in second at the championship race at Forlì. Bandini also entered a two-seater at the same circuit in the sports category, but the car was forced to retire while lying third. He nevertheless won the Consuma 'climb, and placed third at the Compiano Vetto d'Enza. At this stage Ilario bought together his racing activities, his vehicle development and production, together with his dealership and service centre business into the "Gruppo sportivo Bandini" ("''Bandini Sports Group''").
  
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later ([[1957]]) will have [[disc brake | disc brakes]] on four wheels. With this car, Bandini came second in the circuit [[Forlì]] valid for the Italian championship. On the same race also participates in the sports category, (with the two-seater), but was forced to retire when occupies the third position. He won, however, the Consuma, and is the third to climb Compiano Vetto d'Enza. Together with racing, development and production of and work garage and dealership, Ilario founded the "Sports Group Bandini."
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==Mid 1950s racing in the USA==
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In America, meanwhile, in the [[Sports Car Club of America|SCCA]] championship, James Riley, Jim Pauley (famous for his comeback from 24th to 3rd place at Bridgehampton in 1951), Sheldon Morril and Henry Rudkin (four first and three second places in seven races, putting him second in H Modified in 1954) continued routinely to take podium places in F Modified and H Modified (FM and HM) classes in many national and international competitions on circuits and road races. Among others, these included the 50 Miles of [[MacDill Air Force Base|MacDill (Florida)]], 100 Miles of [[Offutt Air Force Base|Offutt]], [[Thompson International Speedway|Thompson]], [[Watkins Glen International|Watkins Glen]], [[Bridgehampton, New York#Race circuit|Bridgehampton]], [[Milwaukee Mile|Milwaukee]], [[Wilmont Township, Nobles County, Minnesota|Wilmont]], [[Cumberland Race Track|Cumberland]], [[Road America|Elkhart Lake]], Fairchild Park and [[Sebring International Raceway|Sebring]].
  
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In [[USA | America]] Meanwhile, in the championship SCCA (Sports Car Club of America), James Riley, Jim Pauley author of a comeback from 24 th to 3 rd place in Bridgehampton), Sheldon Morril, Henry Rudkin (four first and three second places in seven races, vicecampione U.S. HM in'54) continue to constantly limestone steps of the podium in Class FM and HM in national and international competitions
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[[Image:Ilario_Bandini_formulatre.jpg|right|thumb|Ilario Bandini at Circuit Forlì with [[Bandini formula 3|formula 3]]. ]]
  
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[[Image:Ilario_Bandini_formulatre.jpg|right|thumb|Ilario Bandini at Circuit Forlì with [[Bandini formula 3 | formula 3]]. ]]
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In 1955, Dave Michaels competing with his 1625 cc Bandini-[[Offenhauser]] won the 2000 cc E Modified (EM) class at Watkins, contesting on equal terms with [[Ferrari Monza|Monza]]s, [[Maserati]]s, [[Briggs Cunningham|Cunningham]]s, and [[Ferrari Monza#500 Mondial|Mondial]]s of greater [[engine capacity]], establishing a Thompson track record by two tenths of a second that would remain unbeaten for a year and a half. Dolph Vilardi won the 750 cc H Modified (HM) class in the US Championship with 6,000 points, beating [[Crosley]]s, [[Renault]]s, [[Giaur (carmaker)|Giaur]]s, [[Panhard]]s, [[Siata]]s, and [[Nardi (carmaker)|Nardi]]s, among other specials.
  
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on circuits and road: 50 miles of MacDill (Florida), 100 Miles Offutt, Thompson, [[Watkins Glen International]], Bridgehampton (NewYork), Milwaukee, Wilmont, Cumberland (Maryland), Elkart Lake, FairChild Park, [[12 hours of Sebring]] and many others.
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The next year saw  Bandini wins by Rudkin at Berverly, Yares at Watkins, Michaels at Thompson (FM and time trial) and Bob Major at Bryanfan. Tom O'Brien also registered a Bandini win at Bryanfan when he topped the 2000 cc class with an [[Alfa Romeo]]-powered car; he later became an official driver for Alfa.
  
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In [[1955]] Dave Michaels with his Bandini-Offy 1625 cm³ in class EM (up to 2000 cm³) wins in WatckinsGlen fighting on equal terms with [[Ferrari]] Monza, [[Maserati]], Cunningam, and Ferrari Mondial more [[engine capacity]]; second to Thompson (2 / 10 ") shall register the record of the track that will remain unbeaten for over a year and half. In the category HM up to 750 cm ³ Dolph Vilardi wins
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Also in 1956, a 750 sport ''siluro'' fitted with a David Uihlein-tuned 1250 cc [[MG Cars|MG]] engine, achieved two wins, two second places, a fourth, and only one retirement during the entire season.
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U.S. championship total of 6000 points beating competitors driving Crosley special, [[Renault]], Giaur, Panhard, Siata, Nardi and other special.
 
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The following year he still sees the victories of Rudkin to Berverly, Yares to Watckins Glen, Michaels to Thompson (FM and Time) to Bryanfan Bob Major and Tom O'Bien that with engine Alfaromeo (of which will become pilot Journal) , Won the 2000 class cm ³.
 
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During the same period, a [[Bandini 750 sports torpedo | 750 sports torpedo]] is endowed by David Uihlein Engine [[MG]] 1250 cm³, resulting in a season: two victories, two second places fourth and one withdrawal.
 
  
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In [[1957]] Bandini improves monopolising the category with Melvin Sachs 3600 p.ti sample SCCA HM, placing second Rudkin (which for this season has mounted engine [[Saab]]) 3200 p.ti sixth Gordon Wright 1800 p.ti, seventh George Tipsword 1400 p.ti and tenth Jack Connoly 1000 points. The popularity is such that even an award-winning "author emeritus" as William F. Nolan, writer and screenwriter, chooses Bandini torpedo as a fulcrum for his novel "Across the old man and into Bandini".
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In 1957, Bandinis dominated the 750 cc H Modified (HM) category: Melvin Sachs earned an SCCA title winning 3,600 points in the class; Rudkin (who had switched to [[Saab]] power for the season) ended the year second, with 3,200; Gordon Wright was sixth with 1,800: seventh was George Tipsword on 1,400; and Jack Connoly finished tenth in the points chase with 1,000. The fame of the Bandinis was reflected by writer and screenwriter [[William F. Nolan]]'s choice of the [[Bandini 750 sport siluro|Bandini Torpedo]] for star billing in his 1957 short story  [[William F. Nolan#Auto racing works|"Across the old man and into Bandini"]].
  
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In Italy, Ilario prepares [[Bandini-Maserati 1500 | a chassis that accepts an engine Maserati]] and [[Bandini formula 3 | formula three]] with engine [[Osca]] testimony to the excellent network of business relationships. While a frame with mechanical Bandini is "dressed" by a body [[Zagato]] and a car is prepared for Alex Raymond, designer of the famous [[Flash Gordon]]. The''[[Bandini GT Zagato ]]'', Berlinetta, [[1955]] will win the competition of elegance of [[Rimini]] in [[1957]], also the first to fly in America. It will take part to Sebring and [[Daytona 500 | Daytona]] races in [[1960]] (Paul Richardson, team Racemaster).
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==Mid 1950s racing in Italy==
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In Italy Bandini  was developing [[Bandini-Maserati 1500|a car]] to take a [[Maserati]] power plant, as well as an [[Osca]] powered Formula Three model, reflecting the excellence of intra-business networking in Italy's industrial north. Meanwhile, a Bandini chassis with [[Zagato]] bodywork was prepared for [[Alex Raymond]]. A 1955 [[Bandini GT|'''Zagato Berlinetta''']] won the ''Concourse d'Elegance'' at [[Rimini]] in 1957. The Zagato was also the first to race in America. It ran at [[12 Hours of Sebring|Sebring]] and Daytona Beach in 1960 (piloted by Paul Richardson for Racemaster).
  
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[[Image:Bandinigt.JPG|thumb|left|[[Bandini GT|Bandini GT]] [[Daytona 500|Daytona ]].]]
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[[File:Bandinigt.JPG|thumb|left|[[Bandini GT]] at Daytona.]]
  
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A Predappio Bandini on Bandini obtains an absolute victory in [[1955]] and [[1956]]; year in which the third is absolute (first class to [[Bologna]]-S.Luca, the third Consuma, the first to Compiano Vetto d'Enza and the first championship between the Automobil Club of Emilia-Romagna (aeroautodromo [[Modena]]).
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At [[Predappio]], Bandini won outright in 1955 and again in 1956, in which year the team came in third overall, achieving a class win at Bologna S. Luca, third place at Consuma, a win at Compiano Vetto d'Enza and another first place at the Emilia-Romagna Automobile Club championship held at the [[Modena]] [[Modena Autodrome|aeroautodrome]], a unique development (now derelict) constructed in 1949, and combining the functions of a small commercial airfield with those of a test track for the locally based manufacturers of sports cars.
  
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In [[1957]], debuts the updating of 750 sports: the new''[[Bandini 750 international sport | Bandini 750 international sport "saponetta "]]''. The design and structural principles are the same coach who gave so many satisfactions. Changing the size (roadways, heights from the ground ..) is amended [[suspension (mechanical) | suspension]] rear and the engine receives a further evolution (change particularly the head, reduced in size and improved performance) the bodywork Still Bandini, the soft lines of a bar of soap: precisely the name under which it is identified. Thereafter, the same car engines will host the first 850 [[cubic centimeters | cc]] with a mixed distribution chain and gears and a different pump oil (whose design dates back to [[1955]]) and then will laboratory for 1000 cc engine, born on the basis of '850.
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1957 saw the debut of the updated 750 sports,  the [[Bandini 750 sport internazionale|'''750 International Sport''']], known colloquially as the ''Saponeta'' ("little bar of soap"). The overall design and construction were unchanged, but track and ride height were modified, and the car received an altered rear [[suspension (mechanical)|suspension]] geometry. The engine was further developed, the [[combustion chamber]]s being reduced in size, increasing [[compression ratio|compression]] and improving performance. The bodywork retained the characteristically Bandini pretty lines that prompted the ''Saponeta'' sobriquet which caught on with Italian enthusiasts. Subsequently, the same car would accommodate Bandini’s first 850 [[cubic centimeters|cc]] engine, with a mixed distribution chain and gears and a different oil pump (whose design dated to 1955):  this model would later serve as a testbed for the 1000 cc engine, itself based on the 850. Garvini and Camisotti-Sintoni put in outstanding performances in the Mille Miglia, while Illario Bandini himself won the Bologna-S.Luca and achieved a seventh place in the inaugural event at [[ACI Vallelunga Circuit|Vallelunga]]. Another 750 International Sport driven by Massimo Bondi raced  at [[Trento]]-Bondone.
  
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While an exemplary part in the Mille Miglia with Garavini and another with Camisotti-Sintoni, Ilario Bandini won the Bologna-S.Luca and reaches the seventh race of the inaugural track of [[Autodromo Vallelunga | Vallelunga]]. Another saponetta races with Massimo Bondi to [[Trento]]-Bondone.
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In 1958, the ''Saponeta'' won the Predappio-Rocca delle Camminate (with  the Bandini of Achille Galassi placed second) also winning at  Compiano Vetto d'Enza, maintaining the winning form demonstrated the previous year at the [[Modena]] [[Modena Autodrome|aeroautodrome]].
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In'58 the "bar of soap" wins in Predappio-Rocca delle Camminate (second Achille Galassi on Bandini), Compiano Vetto d'Enza, bissa the success of'56 aerodrome control of [[Modena]]. While also in the bar of soap states are beginning to win with James Eichenlaub first to Cumberland and Toronto, according to Thompson, the third in Virginia and WatckinsGlen (NewYork), and the victories of Gene Parsons in Miami ([[Florida]]) and in Congressional Cup ([[Washington (District of Columbia) | Washington]]); at the end of the year both will be second in the standings absolute U.S. with the latter that after having led the standings until mid-September sees sfuggirgli hand the title due to the impossibility to participate in the race to Watkins Glenn and stopped by a retreat in Virginia.
 
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Other pilots as Robert Samuelson and Jack Connolly will highlight seizing excellent results and exciting races such as Galveston where Connolly, the wet comeback 22 positions in six laps, stopped only by the rupture of the tank.
 
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During this period Bandini also experienced an engine [[distribution desmodromica | desmodromico]] and a mixed distribution chain / gears.
 
  
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[[Image:Bandini_Saponetta.jpg|right|thumb|Bandini and Bondi with "[[Bandini 750 international sport|saponetta]]" during a test at the [[Modena]] circuit .]]
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The little car also began to winning in  North America with James Eichenlaub first at Cumberland and placed second to James Thompson at Toronto. Eichenlaub also managed a third place at [[Watkins Glen International|Watkins Glen]] and at [[Virginia International Raceway|Virginia]], while Gene Parsons won at Miami ([[Florida]]) and again at [[Washington, D.C|Washington]] in the Congressional Cup. The team finished 1957 ranked second in the overall US classifications, having held the top spot until September when they were unable to participate at [[Watkins Glen International|Watkins Glen]] following a retirement at the Virginia circuit. Drivers such as Robert Samuelson and Jack Connolly also provided exciting displays and scored outstanding results, notably at Galveston, where Connolly made an astonishing comeback in the wet, recovering 22 positions in just six laps, only to be stopped by a fuel tank rupture.
  
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The [[1959]] is the year when Bandini in addition to achieving the victories to Compiano Vetto d'Enza (third overall), [[Trapani]]-Mount Erice, [[Predappio]]-Rocca delle Camminate, according to [[Trento]]-Bondone, the third to [[Autodromo Vallelunga | Vallelunga]] and the fourth for the Cup st. Ambreus (circuit ring high speed [[Autodromo Nazionale Monza | Monza]]), make one's début in Cesenatico both the junior formula that the new engine (whose proetto is dated 1955) of 850 cm ³ on [[1000 Bandini P | first prototype ]] By Bandini motor rear. In the same race Edoardo Govoni takes third place with 750 and the same nesting gets the Cup Shell to [[Autodromo Vallelunga | Vallelunga]].
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During this period Bandini also experimented with a mixed ‘chain and gear’ driven distributor system incorporating [[desmodromic]] valves.
  
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The F.junior must, by regulation, mount a 1100 cc engine the derivation of the series. The ''[[Bandini formula junior | Bandini f. junior]]'' Fiat has the engine mounted before tilted on the longitudinal axis of 15 °, [[brake drum | brake drum]] and the box differential used for the formula three was optimized in order to make easy and Quick replacement of pairs of gears that determine the final report. He was immediately request the United States, a few months and released the type to independent suspensions, but not enough to bridge the gap with chassis [[England | British]] who first moved the engine behind the pilot. It earns however, specialized publications, the interest of [[Juan Manuel Fangio]], importer Biener who suffered five orders and confidence of pilots as Roger Ward and Neil Babbs Jr. engaged in junior competitions until [[1964]], but is also the car which involved among others: [[Penske | Roger Penske]] pilot, team manager and American industrial and [[Rodger Ward]] winner of two [[Indianapolis 500]] written and in the [[Hall of Fame]].
+
[[Image:Bandini_Saponetta.jpg|right|thumb|'''Bandini and Bondi with "[[Bandini 750 international sport|saponetta]]" during a test at the [[Modena]] circuit''']]
  
−
The importance of the birth of 850 cm³ engine is the fact that this has also monoblock-basement in one piece Bandini, is the first engine completely Bandini, and establish the basis for the subsequent 1000: carburettors (horizontal and vertical) [[Injection (engine) | injection]] and [[supercharging | turbo with intercooler]]. In these years always appear in the United States, Bandini equipped with engines [[Mercury (car) | Mercury]], [[Saab]], [[Offenhauser]], [[MG]], [[Osca]], [[Alfa Romeo]] and [[Cadillac]] version [[dragster]] six litres of [[engine capacity]].
+
For 1959, Bandini achieved class victories at Compiano Vetto d'Enza (third overall), [[Trapani]]-Mount Erice, [[Predappio]]-Rocca delle Camminate, a second place at [[Trento]]-Bondone, a third at [[ACI Vallelunga Circuit|Vallelunga]], and fourth in the St. Ambreus Cup (at the [[Autodromo Nazionale Monza|Monza]] high speed oval circuit). On top of all that, Cesenatico saw the first appearance of the [[Bandini formula junior|'''Formula Junior''']] with a new 850 cc engine (based on a project apparently originating in 1955) in a [[Bandini 1000 P|1000P based prototype]]. In the same race, Edoardo Govoni took third in a 750, later achieving the same position in the Shell Cup at Vallelunga.
  
−
In [[1960]] Ilario Bandini is invited to [[Daytona]], the team Racemaster committed in the famous [[Daytona 500 | 500 miles]] with the [[Bandini 750 international sport | saponetta]] and [[Bandini GT | berlinetta Zagato]]; Luckens, Richardson and Callanan pilots. Bandini is celebrated by [[television]] ([[CBS]]) as a genuine "star". Receives by the Mayor the keys to the city of Daytona. Accortosi that Ilario was until recently the first committed in its engines, the same added to the formalities of ritual: "... I am happy to give this award to a man who knows as well as the head can also use your hands."
+
==Transformation and decline==
 +
Formula Junior regulations required a 1100 cc production engine. Very belatedly (seeing [[Cooper Car Company|Cooper]]s had been offering mid-engined racers for sale since 1946), the Bandini Formula Junior used a rear-mounted Fiat engine, tilted 15° from upright. It also featured [[drum brake]]s, and a Formula 3-style quick-change differential. The Bandini was immediately in demand in the United States. After a few months, a version with independent suspension appeared, though this was still no match for the dominating Coopers. Nevertheless, the car caught the attention of the specialist publications, of  [[Juan Manuel Fangio]], and of importer Biener, who immediately ordered five. It also gained a following with drivers such as [[Rodger Ward]] and [[Neil Babbs, Jr.]], who raced it in junior competitions until 1964, and with [[Roger Penske]].
  
−
[[Image:Bandini_saponetta.jpg|left|thumb|Bandini and a "[[Bandini 750 international sport | saponetta]]" in the U.S.. ]]
+
The 850 cc engine was particularly significant because it was the first engine completely built by Bandini: it was the basis for the subsequent Bandini 1000 cc engine. The engine featured a [[monobloc engine#Crankcase|monobloc bottom end]], and choice of sidedraft or downdraught carburettors, [[fuel injection]], or [[intercooling|intercooled]] [[supercharging|turbocharging]]. At the same time, Bandinis continued to appear in the United States powered by engines from [[Mercury (car)|Mercury]], [[Saab]], [[Offenhauser]], MG, [[Osca]], [[Alfa Romeo]], and even 365 ci (6 liter) [[Cadillac]] engines (in the fashion of the [[Allard|Allard J2]]).
  
−
Visit Crosley factory in Cincinnati where he received the proposal to transfer its business there. But after Ilario witnessed the victory of Henry Rudkin at LimeRock prefers to return to "his" [[Forlì]].
+
In 1960, Ilario Bandini was invited to [[Daytona International Speedway|Daytona]], where the Racemaster team took part in the famous sports car event with a ‘'Saponetta'’ and a Zagato-bodied Berlinetta, driven by Luckens, Richardson, and Callanan. Bandini was feted as a true "star“ by [[CBS]] [[television]]: he was presented with the Keys to the City by [[Daytona Beach, Florida|Daytona]]'s mayor. Noticing Bandini himself had just finished working on the team's engines, the mayor pronounced, "... I am happy to give this award to a man who knows how to use his hands, and not just his head."
  
−
From the same year in Italy have undertaken the Bandini 750-850-1000 (all engines Bandini DOHC) ''[[Bandini formula junior | F. Junior]]''and''[[1000 Bandini P | 1000 motor front and rear ]]''.
+
[[Image:Bandini_saponetta.jpg|left|thumb|'''Bandini and a 750 Sport Internazionale at Daytona, 1960.''']]
  
−
This is the period of greatest expansion of [[company]] Bandini.
+
In [[Cincinnati, Ohio|Cincinnati]] Bandini visited the site of the former [[Crosley]] plant and was invited to relocate his operation there. Bandini stayed in the US long enough to witness Rudkin's victory at [[Lime Rock Park|Lime Rock]], but after that he preferred to return home to Forlì.
−
A newspaper reports of an intention to think of a car by a formula, are being achieved while the production of a prototype [[go-kart]] Bandini (with engine Parilla) and a micro motorbike which had the function to carry gear and [[Candela ignition | candles]] to make rapid cars along the racetrack.
 
  
−
Ilario the threshold of fifty years old continues to run circuits known and in races such as: Sassi-Superga, [[Aosta]]-Pila (second), Vergato-Cereglio and Cesenatico. In the latter also participate Guerino Lelli (fifth with 750) Teodoro Zeccoli (withdrawn for breach of a sleeve of the thousand) and Edward Govoni (withdrawn for breach of differential while he was behind the first two, with 850 ) Giorgio Cecchini reaches third [[Autodromo Vallelunga | Vallelunga]] with 850 channels and Alberto is the third-Salsomaggiore Monte S. Antonio at the 1000 sports.
+
Meanwhile, in the same year back in Italy Bandini were active in the 750, 850 and 1000 classes using Banidini DOHC front and rear engined Formnula Junior, 1000P and Saponetta models.
  
−
While in [[1961]] the United States welcome the Bandini Dave Lang (thanks to three victories and a second place that allow him to take the third place in Class HM League SCCA without disputare other races) who guides still National League standings with twenty points ahead on Osca inseguitrici in Italy are left engines liter engine capacity below. Ilario participates with little luck to 4 h of [[Pescara]] (valid for the World Sport) together with Alberto Channels, better fate have Cecchini and Cesare Sangiorgi sixths classified. Vince him to [[Reggio Emilia]] is the seventh to [[Salsomaggiore Terme]]-S.Antonio fifth [[Autodromo Vallelunga | Vallelunga]] and the second to Predappio where he won Cecchini also on Bandini 1000.
+
This was the period of greatest growth for Bandini Automobiles. A contemporary newspaper reports discussion of plans under way to develop a [[Formula One]] Bandini, while the production of a prototype [[go-kart]] Bandini (with a Parilla engine) and a micro motorbike to serve as a courier for gear and [[spark plug]]s to assist rapid repairs at the racetrack.
  
−
[[Image:Bandini_con_motore1000.jpg|thumb|right|Ilario Bandini with a 1000 cc engine.]]
+
As Bandini himself reached fifty years of age, he continued to race, including at Sassi-Superga, [[Aosta]]-Pila (second), Vergato-Cereglio, and Cesenatico. In the latter, he was joined by Guerino Lelli (fifth in a 750), Teodoro Zeccoli (out after breaking a sleeve of the 1000cc), and Edward Govoni (out after cracking the differential while his 850 lay third). [[Giorgio Cecchini]] finished third at Vallelunga in an 850, and Alberto Canali third at Salsomaggiore Monte S. Antonio in a 1000 sports.
  
−
Cecchini is the fourth in Salsomaggiore, forced to retire for breach of petrol pump when he was in command to [[Asiago]] and [[Autodromo Vallelunga | Vallelunga]] after winning the battery, it betrays the clutch to a lap of the end , Is the fourth [[Parma]]-Poggio of Berceto sixth trophy to shell [[Autodromo Vallelunga | Vallelunga]], the third-Trent Bondone.Partecipa also to tour [[Sicily]]. Corrono in the same year also Channels and Lelli with the junior formula.
+
While in 1961 the United States welcomed Bandini, Dave Lang (thanks to three victories and a second place that allowed him to take third place in the SCCA's HM Class Championship without even entering subsequent races) led national standings, twenty points up on Osca, in Italy are left engines of one liter engine capacity or less. Bandini himself had little luck in the Four Hours of [[Pescara]] (valid for the World Sports Car Championship), co-driving with Alberto Canali, but saw Cecchini and Cesare Sangiorgi classified sixth. Vince him to [[Reggio Emilia]] is the seventh to [[Salsomaggiore Terme]]-S.Antonio fifth [[ACI Vallelunga Circuit|Vallelunga]] and second at Predappio where Cecchini won, also in a Bandini 1000.
  
−
In [[1962]] the Scuderia Bandini joins with the team Arcangeli and Ilario runs with mille a motor back wins in Chieti (third overall) repeats the cup Gallenga ([[Rome]]) and VInci-S.Baronto (channels in the third Junior), also won in Predappio and [[Reggio Emilia]] while the fourth is at Bologna-Raticosa and Vallelunga and reaches the sixth Consuma. The Bandini Giorgio Cechini take the revenge at Vallelunga (with the first absolute fastest lap), the third cup of [[Asiago]], the second trophy settecolli (Vallelunga) and fifth at Bologna-Raticosa.
+
[[Image:Bandini_con_motore1000.jpg|thumb|right|'''Ilario Bandini with a 1000 cc engine''']]
  
−
In [[1963]] is born ''[[Bandini 1000 GT]]'' with bodywork Corna, subcontractor of Zagato. A Predappio, Lelli arrives Cecchini won the third and again with the 1000 sports while Hilary comes to the fifth Consuma (substantiating world sport) and the Shell Trophy (Vallelunga).
+
Cecchini placed the fourth in Salsomaggiore, forced to retire after a fuel pump failure in the lead at [[Asiago]], and after taking the [[pole position]] at Vallelunga suffered clutch faiure one lap from the flag. He came fourth at [[Parma]]-Poggio of Berceto, sixth in the Shell Trophy at Vallelunga, and third at [[Trento]] Bondone. Take part also to [[Sicily]] Tour. Race in the same year also Canali and Lelli with the Formula Junior.
  
−
The [[1964]] is the year of four for Ilario ending in this position the Predappio-Rocca delle walks (preceded by Bandini of Cecchini and Benelli), the same order also to [[Ascoli]]-Colle S. Marco. It is the fourth [[Trento]]-Bondone (valid for the European championship mountain) still preceded by Benelli and the Cup Beans to Osimo (preceded by Cecchini). Benelli is the third to [[Cuneo]] (Garessio-hill St. Bernard), the Cup of cimino (Roma), according to [[Teramo]] and [[Bolzano]]-Mendola, while ending the ninth to vallelunga and retires for breach of the exchange [[Targa Florio]].
+
In 1962, ''Scuderia Bandini'' joined with Team Arcangeli, and Bandini himself ran a 1000 cc, earning back-to-back class wins in Chieti (third overall), repeating at the Gallenga ([[Rome]]) cup{ event and Vinci-S.Baronto (coming third in the Junior). He also won won in Predappio and [[Reggio Emilia]] while the fourth is at Bologna-Raticosa and Vallelunga and reaches the sixth Consuma. Giorgio Cechini in his Bandini took revenge at Vallelunga (recording the first absolute fastest lap), the third cup of [[Asiago]], the second trophy settecolli (Vallelunga) and fifth at Bologna-Raticosa.
  
−
[[Image:Ilario_Bandini_e_Ferrari.jpg|thumb|left|Bandini and [[Enzo Ferrari]] in Forlì in 1964.]]
+
The [[Bandini 1000 GT|'''100GT''']] was born in 1963, with bodywork by Corna, subcontractor of Zagato. At Predappio, Lelli topped Cecchini by coming third again with the 1000 sports, while Hilary placed fifth at Consuma (substantiating world sport) and took the Shell Trophy at Vallelunga.
  
−
[[Image:Ilario_e_lorenzo_Bandini.jpg|thumb|left|[[Lorenzo Bandini]] rewards Ilario Bandini.]]
+
1964 was the year of four for Bandini, finishing in this position at the Predappio-Rocca delle walks (preceded by Bandinis of Cecchini and Benelli) and at [[Ascoli]]-Colle S. Marco. He is also fourth [[Trento]]-Bondone (valid for the European mountain championship), again behind Benelli, and the Cup Beans at Osimo (preceded by Cecchini). Benelli was third in the [[Cuneo]] (Garessio-hill St. Bernard), the Cup of Cimino (in Rome), according to [[Teramo]] and [[Bolzano]]-Mendola, while finishing ninth at Vallelunga, and retiring for breach of the exchange at the [[Targa Florio]]. At year-end, awards League team of social intervene personally [[Lorenzo Bandini]] (not a relative, despite the same name) and [[Enzo Ferrari]] (very reluctant to come out of Modena) to witness the sympathy and esteem of the "Drake" Ilario for Bandini.
  
−
At year-end awards League team of social intervene personally [[Lorenzo Bandini]] (same name but not relative) and [[Enzo Ferrari]] (very reluctant to come out of Modena) to witness the sympathy and esteem of the "Drake" Ilario for Bandini.
+
[[Image:Ilario_Bandini_e_Ferrari.jpg|thumb|left|250px|'''Bandini and [[Enzo Ferrari]] in Forlì in 1964''']]
 +
[[File:Ilario e lorenzo Bandini.jpg|thumb|left|[[Lorenzo Bandini]] rewards Ilario Bandini.]]
  
−
In [[1965]] a version of ''[[1000 Bandini P | 1000 motor rear]]'' (unusually yellow) Benelli wins with the ascent of Predappio and the first Castione Baratti ([[Parma]]) then runs Paganelli with the [[Trento]]-Bondone Cesana and Sestriere. Cecchini with one thousand front engine rather close second to Predappio and retires at the Mugello circuit. Benelli hand, arrives at the fifth trophy at Vallelunga It (the eighth Ilario Bandini) retires to [[Targa Florio]], takes third place at Vergato Cereglio and above all shows a Bandini on stage iridato seizing a flattering fourth place with valid proof for world title on the road circuit of Mugello.
+
In 1965, a version of the 1000P (unusually, Belgian racing yellow) gave Benelli a win at the Predappio hillclimb and the first Castione Baratti ([[Parma]]) then runs Paganelli with the [[Trento]]-Bondone Cesana and Sestriere. Cecchini with a front-engined 1000 ran close second to Predappio and retired at the Mugello road circuit. Benelli came fifth in the Shell Trophy at Vallelunga (Bandini himself eighth), retired in the Targa Florio, took third at Vergato Cereglio, and above all keeps Bandini in the limelight with a fourth and valid proof for world title on the Mugello road course.
  
−
Despite a Bandini has remained inbattuta from [[1961]] [[1963]] division in south-west of SCCA championship, with engines increased to 850 cm ³ led by Hugh Grammar and T. Hotchkiss had won in the latter years in category F. Junior at Sebring since the mid-[[years 1960 | sixties]] Ilario stop production for the United States, the lack of adequate funding, the radical change of regulations, unfunded riscuotibili, competition from large manufacturers, put in crisis many Italian manufacturers and Ilario to make front dedicated exclusively to produce some [[prototype | prototypes]] intended mainly to "gentleman driver" Italians who run prinicpalmente uphill under direct assistance. No waiver, however, to continual improvement in the technical aspect so that in [[1966]] is born a new ''[[Bandini 1000 | Bandini mille a rear engine ]]''. A boat with a new pleasant line, engine updated one thousand, and positioned after the change Colotti represent the greatest news.
+
Despite engines enlarged to 850 cc, and remaining unbeaten from 1961 until 1963 in SCCA's South-West Division championship (led by Hugh Grammar and T. Hotchkiss, who in latter years won in F. Junior at Sebring), in the mid-1960s, production for the United States was stopped for lack of adequate funding, radical changes of regulations, unfunded riscuotibili, and competition from large manufacturers. Many Italian manufacturers were in crisis, and Bandini made front dedicated exclusively to producing [[prototype]]s intended mainly as [[privateer (motorsport)|privateer]]s for Italian "gentleman drivers" who mainly run hillclimbs (a throwback to the 1930s, in an era of increasing costs, professionalism, and specialization). There was no wavering in continual improvement on the technical side, so in 1966, a new mid-engined '''[[Bandini 1000]]''' appeared. A ''[[barchetta]]'' with new, pleasant lines and Colotti gearbox, the position of theupdated one liter engine representing the biggest change. This car persisted into the mid-seventies, when it was donated by Bandini to the town of Forli, which still holds it.
  
−
[[Image:Bandini1000motore.jpg|right|thumb|Group engine-change of [[Bandini 1000 | 1000 motor rear .]]]]
+
[[File:Bandinimillemotore.jpg|right|thumb|Engine and gearbox of the mid-engined 1000.]]
  
−
This car has the course until the mid-[[years 1970 | seventies]] when it is donated by Bandini to the town of Forli that still holds.
+
In 1968, at the [[Turin]] Exhibition of Sports Cars, the new [[Bandini saloncino|'''Berlinetta Saloncino''']] was presented. It proved unsuccessful at Mugello the same year, came out in street trim and later was further amended slightly in front of the body.
  
−
In [[1968]] is presented to the "Exhibition of car sporting" [[Turin]] the ''[[Bandini sitting room | Bandini berlinetta sitting room]]'' unfortunate to the Mugello circuit of the same year came out in street test and in return was further amended slightly in front of the body.
+
A new [[Bandini 1000 V|'''1000V''']] sports prototype was born in 1970 with the unusual solution to the carburetors at the centre of the head in an upright position. After two years, the [[Bandini s.p. 1000|'''1000SP''']] introduced Bandini's first [[aerodynamics|aerodynamic]] element, a rear wing.
  
−
A new ''[[Bandini 1000 V | Bandini sports prototype 1000]]'' was born in [[1970]] with the unusual solution to the carburetors at the centre of the head in an upright position. After two years the ''[[Bandini s.p. 1000 | Bandini one thousand sports prototype]]'' with the appearance of the first element [[aerodynamic | aerodynamic]] on a Bandini: a rear wing.
+
At the whip of Dolcetti, Ghini, Benelli, Gatta, Ferrucci, recent prototypes have won the Cup Water Cerelia, [[Camucia]]-Cortona, the Colle S. Bartolo (PU), the [[Gubbio]]-Madonna della Cima, the Cup of Chianti (half kilo of underweight) and seized countless placements: [[Trieste]]-Opicina, Bologna-Raticosa, Ascoli-hill St. Marco, Castione Passo della Presolana, [[circuit of Mugello]], [[Targa Florio]], [[Magione]] and many other races (predominantly hillclimbs) throughout the country.
  
−
At the whip of Dolcetti, Ghini, Benelli, Gatta, Ferrucci recent prototypes have won the Cup Water Cerelia, [[Camucia]]-Cortona, the Colle S. Bartolo (PU), the [[Gubbio]]-Our Lady of Cima, the Cup of Chianti (half kilo of underweight) and seized countless placements: [[Trieste]]-[[ Opicina]], Bologna-Raticosa, Ascoli-hill St. Mark, Castione Passo della Presolana, [[circuit of Mugello]], [[Targa Florio]], [[Magione]] and many other predominantly uphill races throughout the country.
+
Bandini, in his seventies, as well as dealing with restoration of older models, continued the study of new ones. The company in 1980 presented the [[Bandini 1300|'''1300''']] with 16 valves, mechanical [[fuel injection]], and electronic ignition; after chassis, engines and flying, now also looking alloy wheels are facts and carry the signature Bandini.
  
−
Ilario in seventies as well as treat the restoration of its old self is concerned to continue the study of new ones. Presents in [[1980]] the ''[[Bandini 1300 | Bandini 1300 cc 16 valves]]'' mechanical injection and electronic ignition; after chassis, engines and flying, now also looking alloy wheels are facts and carry the signature Bandini.
+
[[Image:Ilario_Bandini_motori.JPG|left|thumb|200px|'''Ilario Bandini surrounded by Bandini engines''']]
  
−
[[Image:Ilario_Bandini_motori.JPG|left|thumb|Ilario Bandini between engines [[Bandini]].]]
+
In 1975, Bandini hosted the Group Bandini, an [[exhibition]] dedicated to the [[marque]], for drivers who had worked successfully for him. Until 1979, appearing in Forlì included [[Formula One]] [[List of Formula One World Drivers' champions|World Driving Champions]] [[James Hunt]] (1976 for [[McLaren (racing)|McLaren]]) and [[Niki Lauda]] (1977 for [[Ferrari]]) In addition to tens of thousands of visitors. Bandini was also decisive in the resumption of the Predappio-Rocca delle Camminate hillclimb at Forlì in 1978, after being interrupted ten years earlier.
  
−
In [[1975]] Ilario is the holder of the Group Bandini pilots who had worked successfully in a [[exhibition]] dedicated to [[car]]. Until [[1979]] arrive in Forlì [[McLaren]] [[Formula 1]] [[James Hunt]] ('76) and the [[Ferrari racing team | Ferrari]] [[Niki Lauda]] ('77) In addition to tens of thousands of visitors. The adventure is interrupted because of concurrently with that (now better known as [[Motorshow]] but born in [[1976]]) in Bologna, which had many local wider and appropriate.
+
In 1981, Bandini receiveed from [[New York University]] an ''[[honoris causa]]'' (honorary doctorate) in [[mechanical engineering]], while a Bandini is inducted at the Museum of Marconi in [[Los Angeles]]. This is followed by further rewards, such as the gold medal of the Municipality of Forlì and the medal allocation from Italian National Olympic Committee (CONI) "as proper recognition of many years carried out in favour of Italian sport."
−
 
−
Ilario was also decisive in the race uphill Predappio-Rocca delle Camminate (Forlì) of 1978 which was interrupted ten years earlier.
 
  
−
In mid-[[1981]] receives from [[University]] New York [[graduate]] [[honoris causa]] [[mechanical engineering]], while a Bandini is exposed to the Museum of Marconi [[ Los Angeles]]. Following further rewards as the gold medal of the Municipality of Forlì and the medal allocation from [[Italian National Olympic Committee]] (CONI) "as proper recognition of many years carried out in favour of Italian sport."
+
In 1985, Bandini took the wheel a last time, at the Predappio hillclimb in his 1300.
  
−
In [[1985]] as the helmet one last time to Predappio to climb with his 1300 16 valves.
+
[[File:BandiniMille turbo.jpg|right|200px|thumb|Ilario Bandini and mille (1000) turbo.]]
  
−
[[Image:BandiniMille_turbo.jpg|right|200px|thumb|Ilario Bandini and one thousand turbo.]]
+
A few years later came his final creation, the [[Bandini 1000 turbo|'''Berlinetta 1000 turbo 16v''']], at the age of 80, just before his death off at Forlì on 12 April 1992.
  
−
A few more years to see the latest creation: a''[[Bandini 1000 turbo | Bandini Berlinetta 1000 turbo V 16]]''which ended at the age of 80 years, just before turning off at Forlì [[April 12 ]] [[1992]].
+
Ten years after his death, Forlì named a square in his honour.
  
−
Ten years after his death, the city of [[Forlì]] it honours the memory giving his name to a square.
+
The Registry Bandini preserves historical documentation, history, and ten Bandini cars, to perpetrate the memory of one brand of cars of the past that has contributed to enhancing the reputation of Italian cars, but especially the memory of a person who has made his life means to achieve their dreams.
−
 
 
−
The Registry Bandini preserves historical documentation, history and ten cars Bandini in order to perpetrate the memory of one brand of cars of the past that has contributed to enhancing the reputation of Italian cars, but especially the memory of a person who has made his life means to achieve their dreams.
 
−
 
 
−
[[Image:Award_Bandini.jpg|thumb|left|200px|Ilario Bandini and the Major of Forlì]]
 
−
[[Image:IlarioBandini0053.JPG|thumb|right|200px|Ilario Bandini at work int 90's]]
 
  
 +
[[File:Award Bandini.jpg|thumb|left|200px|Ilario Bandini and the Mayor of Forli.]]
 +
{{-}}
  
 +
==See also==
 +
* [[Bandini|Bandini Cars]]
  
  
 +
==Sources==
 +
*Kettlewell, Mike. "Cooper: Forerunner of the Modern Racing Car", in Northey, Tom, ed. ''World of Automobiles'', Volume 4, p.428-33. London: Orbis, 1974.
  
  
 +
==External links==
 +
* [http://www.ferrariexperts.com/Bandini.htm Etceterini.com (English)]
 +
* [http://www.historicracing.com/drivers_alpha.cfm?start=21&page_no=2&driverID=3350 Summary in English]
 +
* [http://www.bandinicars.com Bandinicars Official site]
 +
* [http://www.ilariobandini.it Ilario Bandini official site (Italian)]
 +
* [http://www.wheelsofitaly.com/wiki/index.php/Bandini Wheels Of Italy (English)]
 +
* [http://sports.racer.net/chassis/bandini/page1.htm Portal American sports car (English)]
 +
* [http://www.motorvalley.it/personaggi_dettaglio.asp?idpa=1549&idd=108&categoria=Automobilismo Ilario Bandini infos on Motorvalley (English)]
  
  
 +
{{Bandini}}
  
  
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[[Category:Italian automotive pioneers]]
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[[Category:Italian racecar drivers]]
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== Related Items==
 
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* [[Bandini|Bandini Cars]]
 
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==External Links==
 
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* [http://www.historicracing.com/drivers_alpha.cfm?start=21&page_no=2&driverID=3350 Summary in English]
 
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* [http://www.bandinicars.com Bandinicars official site]
 
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* [http://www.ilariobandini.it Ilario Bandini official site]
 
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* [http://www.wheelsofitaly.com/wiki/index.php/Bandini wheels of Italy (English)]
 
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* [http://www.ferrariexperts.com/Bandini.htm Etceterini.com (English)]
 
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* [http://sports.racer.net/chassis/bandini/page1.htm Portal American sports car]
 
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{{Bandini}}
 

Latest revision as of 10:46, 25 May 2010

:For the automobile named after Ilario Bandini see Bandini

Eng. Ilario Bandini (Imola circuit, 1988)
Ilario Bandini
Birth date 04/18/1911
Birth place Villa Rovere, Forlì, Italy
Death date 04/12/1992
Death place Forlì, Italy
Occupation Car builder
Nationality 3dflagsdotcom italy2bs.gif Italian


Ilario Bandini at work in the 90's


Ilario Bandini (18 April 1911 - 12 April 1992) was an Italian businessman, racing driver, and racing car builder.

Early years

Bandini was born in Villa Rovere, today administratively part of Forlì in Romagna. On leaving elementary school he worked as an apprentice mechanic and turner in nearby Forli. At the age of 25 he moved to Eritrea, then an Italian colony. Here he made good use of experience he had accumulated repairing trucks, operating a transport business between Dekemhare and Asmara. He returned to Italy in 1939 and with his savings, opened a garage and rental car cum limousine service in downtown Forlì.

Ilario and his brother Gualtiero (Walter) with their first wheeled vehicle.

In the same year, Bandini began competing as a motorcycle racer, participating in races at Faenza, Lugo di Romagna, and Imola. In 1940, he first took part in the Mille Miglia, driving a Fiat Balilla "Coppa d'oro". During World War II, faced with shortages of fuel for civilian use, Bandini adapted his automobile engines to operate with wood gas. In 1946, he reassembled a Fiat 1100 which earlier he had cut apart and hidden to avoid requisition by German forces: as the car was rebuilt, he modified the chassis and suspension. Fitted with an aluminum body, the work of Turin coachbuilder Rocco Motto, this car became the Bandini 100, the first to carry the Bandini name.

The first Bandini

1940s racing career in Italy

In 1947, at the wheel of a Cisitalia D46, Bandini raced at the Asti circuit, coming second in his class in the Predappio-Rocca delle Camminate race with his 1100 Sport.

After constructing a second example, Bandini entered the 1949 Mille Miglia with his new 1100 siluro, featuring torpedo-like bodywork and cycle fenders (separate mudguards). The car still used the same Fiat engine, modified with a twin overhead camshaft cylinder head based on an Alfa Romeo design. With this car, Bandini entered events at Senigallia, Ferrara, Modena, Bari, and Pescara. He first tasted victory with a class win in the Tour of Umbria (Giro dell'Umbria).

At the start of the 1950s, Ilario Bandini became a dealer in Italy for Alfa Romeo and then for Lancia. Meanwhile, the first Bandini arrived in United States. Here, in the hands of drivers Dick Gent and Bob Said, the car enjoyed early racing successes: its lightness and stability, using a patented elliptical-section steel tube space frame, were particularly appreciated.

1950s racing opportunities in the USA

American importer Tony Pompeo thought this space frame chassis, already winning in 1100 and 1500 cc classes with Fiat and Siata engines, could be even more competitive in the 750 cc category, equipped with Crosley powerplants. With this in mind, Bandini made changes to the engine lubrication system, distributor, and valvetrain, also marginally increasing the stroke, enlarging the capacity from 721 cc to 747 cc. He designed space frames weighing only 18 kg (40 lb), to which he fitted bodies by Motto, whose designs were perfectly in harmony with the Bandini philosophy, incorporating practicality and compliance with regulations, without sacrificing elegance of form. So was born the Bandini 750 sport siluro. These cars, when their headlights were removed, qualified to race in the sports category: they could also be adapted to qualify for the racing category simply by removing their cycle fenders (separate mudguards).

With exports increasing, Bandini earned respect and success in races outside Italy, also gaining coverage in the specialist press. Two Bandinis were shown at Chicago in 1952, with a 750 sports torpedo displayed at the in 1953 New York Auto Show at Madison Square Garden. Despite his commitments, Bandini himself continued to race, competing at Chieti, Senigallia, and Bari, as well as piloting the 750 to it first victory, the Bologna-Raticosa hillclimb, in 1952. Meanwhile, Chuck Hassan and Beau Clarke shared a 750 in 1953's 12 Hours of Sebring (the first World Sports Car Championship event), after coming in third in the Six Hours of Vero Beach, first at Sowega (Georgia), and (despite lost time due to a puncture) second at Bryanfan.

The first series of DOHC engines

Engineering evolutions

The cars were designed in the corner of a garage and built by his brother Aurelio with a small trusted team, but it was Bandini himself who personally oversaw every aspect, from design to assembly to testing, whether on the bench, on the street, or on the track. From 1953, the bodywork was produced in-house, Meanwhile the Crosley-sourced engines underwent a radical transformation: a new gear-driven DOHC head was fitted and a single Weber carburettor replaced the Dell'Orto. Rods, pistons, crankshaft, and sump were all replaced: all that remained of the original Crosley engine was the aluminium block.

The second series of engines 750 cc


1950s racing in Italy

In 1953, the Bandini was adapted for new Italian racing regulations, which required fenders (mudguards) to be integrated into the body shell. Entered in the Mille Miglia, the 750 proved the World Sportscar Championship result at Sebring had been no fluke, but failed to finish in Forlì. Nevertheless, it was consistently placed in the top three at Salerno, Ascoli Piceno, Teramo, Macerata, Senigallia, Montenero Circuit, and the Consuma (Bologna) hillclimb, which concluded a successful fourth year in the Italian 750 cc championship.

Bandini with a 750 sports torpedo

At the Mille Miglia, Massimo Bondi driving a Bandini 750 finished an excellent ninth in his class, out of a field of 69 entrants. A further 13 entries by other driver teams would be undertaken by 1957 (including Zanini-Vitali, Tinazzo-Sintoni, Fouls-Pacitti, Camisotti-Sintoni and Garavini). Notably, in 1955, two years before the final 'true' Mille Miglia, the Bandini 750 shared by Rusconi and Sintoni had to retire after a refuelling fire at Florence, but not before having reached Rome in just 7 hours 35 minutes 30 seconds, which was more than an hour quicker than two years earlier.

Ilario Bandini in his 1100 with Cantelli at the start of the 1949 Mille Miglia

In 1954, production of the two seat sport torpedo continued alongside the new single seater Formula 3 car, for which an impressive 93 hp at 9,000 rpm was claimed. A lowered centre of gravity was achieved by combining the gear box with the differential in a combined unit mounted across the rear axle. In 1957, following the success of Jaguar's C- and D-types at Le Mans in beginning in 1951, the brakes were upgraded to discs on all four wheels. This car came in second at the championship race at Forlì. Bandini also entered a two-seater at the same circuit in the sports category, but the car was forced to retire while lying third. He nevertheless won the Consuma 'climb, and placed third at the Compiano Vetto d'Enza. At this stage Ilario bought together his racing activities, his vehicle development and production, together with his dealership and service centre business into the "Gruppo sportivo Bandini" ("Bandini Sports Group").

Mid 1950s racing in the USA

In America, meanwhile, in the SCCA championship, James Riley, Jim Pauley (famous for his comeback from 24th to 3rd place at Bridgehampton in 1951), Sheldon Morril and Henry Rudkin (four first and three second places in seven races, putting him second in H Modified in 1954) continued routinely to take podium places in F Modified and H Modified (FM and HM) classes in many national and international competitions on circuits and road races. Among others, these included the 50 Miles of MacDill (Florida), 100 Miles of Offutt, Thompson, Watkins Glen, Bridgehampton, Milwaukee, Wilmont, Cumberland, Elkhart Lake, Fairchild Park and Sebring.

Ilario Bandini at Circuit Forlì with formula 3.

In 1955, Dave Michaels competing with his 1625 cc Bandini-Offenhauser won the 2000 cc E Modified (EM) class at Watkins, contesting on equal terms with Monzas, Maseratis, Cunninghams, and Mondials of greater engine capacity, establishing a Thompson track record by two tenths of a second that would remain unbeaten for a year and a half. Dolph Vilardi won the 750 cc H Modified (HM) class in the US Championship with 6,000 points, beating Crosleys, Renaults, Giaurs, Panhards, Siatas, and Nardis, among other specials.

The next year saw Bandini wins by Rudkin at Berverly, Yares at Watkins, Michaels at Thompson (FM and time trial) and Bob Major at Bryanfan. Tom O'Brien also registered a Bandini win at Bryanfan when he topped the 2000 cc class with an Alfa Romeo-powered car; he later became an official driver for Alfa.

Also in 1956, a 750 sport siluro fitted with a David Uihlein-tuned 1250 cc MG engine, achieved two wins, two second places, a fourth, and only one retirement during the entire season.

In 1957, Bandinis dominated the 750 cc H Modified (HM) category: Melvin Sachs earned an SCCA title winning 3,600 points in the class; Rudkin (who had switched to Saab power for the season) ended the year second, with 3,200; Gordon Wright was sixth with 1,800: seventh was George Tipsword on 1,400; and Jack Connoly finished tenth in the points chase with 1,000. The fame of the Bandinis was reflected by writer and screenwriter William F. Nolan's choice of the Bandini Torpedo for star billing in his 1957 short story "Across the old man and into Bandini".

Mid 1950s racing in Italy

In Italy Bandini was developing a car to take a Maserati power plant, as well as an Osca powered Formula Three model, reflecting the excellence of intra-business networking in Italy's industrial north. Meanwhile, a Bandini chassis with Zagato bodywork was prepared for Alex Raymond. A 1955 Zagato Berlinetta won the Concourse d'Elegance at Rimini in 1957. The Zagato was also the first to race in America. It ran at Sebring and Daytona Beach in 1960 (piloted by Paul Richardson for Racemaster).

Bandini GT at Daytona.

At Predappio, Bandini won outright in 1955 and again in 1956, in which year the team came in third overall, achieving a class win at Bologna S. Luca, third place at Consuma, a win at Compiano Vetto d'Enza and another first place at the Emilia-Romagna Automobile Club championship held at the Modena aeroautodrome, a unique development (now derelict) constructed in 1949, and combining the functions of a small commercial airfield with those of a test track for the locally based manufacturers of sports cars.

1957 saw the debut of the updated 750 sports, the 750 International Sport, known colloquially as the Saponeta ("little bar of soap"). The overall design and construction were unchanged, but track and ride height were modified, and the car received an altered rear suspension geometry. The engine was further developed, the combustion chambers being reduced in size, increasing compression and improving performance. The bodywork retained the characteristically Bandini pretty lines that prompted the Saponeta sobriquet which caught on with Italian enthusiasts. Subsequently, the same car would accommodate Bandini’s first 850 cc engine, with a mixed distribution chain and gears and a different oil pump (whose design dated to 1955): this model would later serve as a testbed for the 1000 cc engine, itself based on the 850. Garvini and Camisotti-Sintoni put in outstanding performances in the Mille Miglia, while Illario Bandini himself won the Bologna-S.Luca and achieved a seventh place in the inaugural event at Vallelunga. Another 750 International Sport driven by Massimo Bondi raced at Trento-Bondone.

In 1958, the Saponeta won the Predappio-Rocca delle Camminate (with the Bandini of Achille Galassi placed second) also winning at Compiano Vetto d'Enza, maintaining the winning form demonstrated the previous year at the Modena aeroautodrome.

The little car also began to winning in North America with James Eichenlaub first at Cumberland and placed second to James Thompson at Toronto. Eichenlaub also managed a third place at Watkins Glen and at Virginia, while Gene Parsons won at Miami (Florida) and again at Washington in the Congressional Cup. The team finished 1957 ranked second in the overall US classifications, having held the top spot until September when they were unable to participate at Watkins Glen following a retirement at the Virginia circuit. Drivers such as Robert Samuelson and Jack Connolly also provided exciting displays and scored outstanding results, notably at Galveston, where Connolly made an astonishing comeback in the wet, recovering 22 positions in just six laps, only to be stopped by a fuel tank rupture.

During this period Bandini also experimented with a mixed ‘chain and gear’ driven distributor system incorporating desmodromic valves.

Bandini and Bondi with "saponetta" during a test at the Modena circuit

For 1959, Bandini achieved class victories at Compiano Vetto d'Enza (third overall), Trapani-Mount Erice, Predappio-Rocca delle Camminate, a second place at Trento-Bondone, a third at Vallelunga, and fourth in the St. Ambreus Cup (at the Monza high speed oval circuit). On top of all that, Cesenatico saw the first appearance of the Formula Junior with a new 850 cc engine (based on a project apparently originating in 1955) in a 1000P based prototype. In the same race, Edoardo Govoni took third in a 750, later achieving the same position in the Shell Cup at Vallelunga.

Transformation and decline

Formula Junior regulations required a 1100 cc production engine. Very belatedly (seeing Coopers had been offering mid-engined racers for sale since 1946), the Bandini Formula Junior used a rear-mounted Fiat engine, tilted 15° from upright. It also featured drum brakes, and a Formula 3-style quick-change differential. The Bandini was immediately in demand in the United States. After a few months, a version with independent suspension appeared, though this was still no match for the dominating Coopers. Nevertheless, the car caught the attention of the specialist publications, of Juan Manuel Fangio, and of importer Biener, who immediately ordered five. It also gained a following with drivers such as Rodger Ward and Neil Babbs, Jr., who raced it in junior competitions until 1964, and with Roger Penske.

The 850 cc engine was particularly significant because it was the first engine completely built by Bandini: it was the basis for the subsequent Bandini 1000 cc engine. The engine featured a monobloc bottom end, and choice of sidedraft or downdraught carburettors, fuel injection, or intercooled turbocharging. At the same time, Bandinis continued to appear in the United States powered by engines from Mercury, Saab, Offenhauser, MG, Osca, Alfa Romeo, and even 365 ci (6 liter) Cadillac engines (in the fashion of the Allard J2).

In 1960, Ilario Bandini was invited to Daytona, where the Racemaster team took part in the famous sports car event with a ‘'Saponetta'’ and a Zagato-bodied Berlinetta, driven by Luckens, Richardson, and Callanan. Bandini was feted as a true "star“ by CBS television: he was presented with the Keys to the City by Daytona's mayor. Noticing Bandini himself had just finished working on the team's engines, the mayor pronounced, "... I am happy to give this award to a man who knows how to use his hands, and not just his head."

Bandini and a 750 Sport Internazionale at Daytona, 1960.

In Cincinnati Bandini visited the site of the former Crosley plant and was invited to relocate his operation there. Bandini stayed in the US long enough to witness Rudkin's victory at Lime Rock, but after that he preferred to return home to Forlì.

Meanwhile, in the same year back in Italy Bandini were active in the 750, 850 and 1000 classes using Banidini DOHC front and rear engined Formnula Junior, 1000P and Saponetta models.

This was the period of greatest growth for Bandini Automobiles. A contemporary newspaper reports discussion of plans under way to develop a Formula One Bandini, while the production of a prototype go-kart Bandini (with a Parilla engine) and a micro motorbike to serve as a courier for gear and spark plugs to assist rapid repairs at the racetrack.

As Bandini himself reached fifty years of age, he continued to race, including at Sassi-Superga, Aosta-Pila (second), Vergato-Cereglio, and Cesenatico. In the latter, he was joined by Guerino Lelli (fifth in a 750), Teodoro Zeccoli (out after breaking a sleeve of the 1000cc), and Edward Govoni (out after cracking the differential while his 850 lay third). Giorgio Cecchini finished third at Vallelunga in an 850, and Alberto Canali third at Salsomaggiore Monte S. Antonio in a 1000 sports.

While in 1961 the United States welcomed Bandini, Dave Lang (thanks to three victories and a second place that allowed him to take third place in the SCCA's HM Class Championship without even entering subsequent races) led national standings, twenty points up on Osca, in Italy are left engines of one liter engine capacity or less. Bandini himself had little luck in the Four Hours of Pescara (valid for the World Sports Car Championship), co-driving with Alberto Canali, but saw Cecchini and Cesare Sangiorgi classified sixth. Vince him to Reggio Emilia is the seventh to Salsomaggiore Terme-S.Antonio fifth Vallelunga and second at Predappio where Cecchini won, also in a Bandini 1000.

Ilario Bandini with a 1000 cc engine

Cecchini placed the fourth in Salsomaggiore, forced to retire after a fuel pump failure in the lead at Asiago, and after taking the pole position at Vallelunga suffered clutch faiure one lap from the flag. He came fourth at Parma-Poggio of Berceto, sixth in the Shell Trophy at Vallelunga, and third at Trento Bondone. Take part also to Sicily Tour. Race in the same year also Canali and Lelli with the Formula Junior.

In 1962, Scuderia Bandini joined with Team Arcangeli, and Bandini himself ran a 1000 cc, earning back-to-back class wins in Chieti (third overall), repeating at the Gallenga (Rome) cup{ event and Vinci-S.Baronto (coming third in the Junior). He also won won in Predappio and Reggio Emilia while the fourth is at Bologna-Raticosa and Vallelunga and reaches the sixth Consuma. Giorgio Cechini in his Bandini took revenge at Vallelunga (recording the first absolute fastest lap), the third cup of Asiago, the second trophy settecolli (Vallelunga) and fifth at Bologna-Raticosa.

The 100GT was born in 1963, with bodywork by Corna, subcontractor of Zagato. At Predappio, Lelli topped Cecchini by coming third again with the 1000 sports, while Hilary placed fifth at Consuma (substantiating world sport) and took the Shell Trophy at Vallelunga.

1964 was the year of four for Bandini, finishing in this position at the Predappio-Rocca delle walks (preceded by Bandinis of Cecchini and Benelli) and at Ascoli-Colle S. Marco. He is also fourth Trento-Bondone (valid for the European mountain championship), again behind Benelli, and the Cup Beans at Osimo (preceded by Cecchini). Benelli was third in the Cuneo (Garessio-hill St. Bernard), the Cup of Cimino (in Rome), according to Teramo and Bolzano-Mendola, while finishing ninth at Vallelunga, and retiring for breach of the exchange at the Targa Florio. At year-end, awards League team of social intervene personally Lorenzo Bandini (not a relative, despite the same name) and Enzo Ferrari (very reluctant to come out of Modena) to witness the sympathy and esteem of the "Drake" Ilario for Bandini.

Bandini and Enzo Ferrari in Forlì in 1964
Lorenzo Bandini rewards Ilario Bandini.

In 1965, a version of the 1000P (unusually, Belgian racing yellow) gave Benelli a win at the Predappio hillclimb and the first Castione Baratti (Parma) then runs Paganelli with the Trento-Bondone Cesana and Sestriere. Cecchini with a front-engined 1000 ran close second to Predappio and retired at the Mugello road circuit. Benelli came fifth in the Shell Trophy at Vallelunga (Bandini himself eighth), retired in the Targa Florio, took third at Vergato Cereglio, and above all keeps Bandini in the limelight with a fourth and valid proof for world title on the Mugello road course.

Despite engines enlarged to 850 cc, and remaining unbeaten from 1961 until 1963 in SCCA's South-West Division championship (led by Hugh Grammar and T. Hotchkiss, who in latter years won in F. Junior at Sebring), in the mid-1960s, production for the United States was stopped for lack of adequate funding, radical changes of regulations, unfunded riscuotibili, and competition from large manufacturers. Many Italian manufacturers were in crisis, and Bandini made front dedicated exclusively to producing prototypes intended mainly as privateers for Italian "gentleman drivers" who mainly run hillclimbs (a throwback to the 1930s, in an era of increasing costs, professionalism, and specialization). There was no wavering in continual improvement on the technical side, so in 1966, a new mid-engined Bandini 1000 appeared. A barchetta with new, pleasant lines and Colotti gearbox, the position of theupdated one liter engine representing the biggest change. This car persisted into the mid-seventies, when it was donated by Bandini to the town of Forli, which still holds it.

Engine and gearbox of the mid-engined 1000.

In 1968, at the Turin Exhibition of Sports Cars, the new Berlinetta Saloncino was presented. It proved unsuccessful at Mugello the same year, came out in street trim and later was further amended slightly in front of the body.

A new 1000V sports prototype was born in 1970 with the unusual solution to the carburetors at the centre of the head in an upright position. After two years, the 1000SP introduced Bandini's first aerodynamic element, a rear wing.

At the whip of Dolcetti, Ghini, Benelli, Gatta, Ferrucci, recent prototypes have won the Cup Water Cerelia, Camucia-Cortona, the Colle S. Bartolo (PU), the Gubbio-Madonna della Cima, the Cup of Chianti (half kilo of underweight) and seized countless placements: Trieste-Opicina, Bologna-Raticosa, Ascoli-hill St. Marco, Castione Passo della Presolana, circuit of Mugello, Targa Florio, Magione and many other races (predominantly hillclimbs) throughout the country.

Bandini, in his seventies, as well as dealing with restoration of older models, continued the study of new ones. The company in 1980 presented the 1300 with 16 valves, mechanical fuel injection, and electronic ignition; after chassis, engines and flying, now also looking alloy wheels are facts and carry the signature Bandini.

Ilario Bandini surrounded by Bandini engines

In 1975, Bandini hosted the Group Bandini, an exhibition dedicated to the marque, for drivers who had worked successfully for him. Until 1979, appearing in Forlì included Formula One World Driving Champions James Hunt (1976 for McLaren) and Niki Lauda (1977 for Ferrari) In addition to tens of thousands of visitors. Bandini was also decisive in the resumption of the Predappio-Rocca delle Camminate hillclimb at Forlì in 1978, after being interrupted ten years earlier.

In 1981, Bandini receiveed from New York University an honoris causa (honorary doctorate) in mechanical engineering, while a Bandini is inducted at the Museum of Marconi in Los Angeles. This is followed by further rewards, such as the gold medal of the Municipality of Forlì and the medal allocation from Italian National Olympic Committee (CONI) "as proper recognition of many years carried out in favour of Italian sport."

In 1985, Bandini took the wheel a last time, at the Predappio hillclimb in his 1300.

Ilario Bandini and mille (1000) turbo.

A few years later came his final creation, the Berlinetta 1000 turbo 16v, at the age of 80, just before his death off at Forlì on 12 April 1992.

Ten years after his death, Forlì named a square in his honour.

The Registry Bandini preserves historical documentation, history, and ten Bandini cars, to perpetrate the memory of one brand of cars of the past that has contributed to enhancing the reputation of Italian cars, but especially the memory of a person who has made his life means to achieve their dreams.

Ilario Bandini and the Mayor of Forli.


See also


Sources

  • Kettlewell, Mike. "Cooper: Forerunner of the Modern Racing Car", in Northey, Tom, ed. World of Automobiles, Volume 4, p.428-33. London: Orbis, 1974.


External links



Bandini Automobili
Barchette: "La prima" 1100/46 | 1100 sport | 1100 Siluro (Torpedo) | Bandini-Maserati 1500 | 750 sport Siluro (Torpedo) | 750 sport internazionale "saponetta"

Formula: Formula 3 | Formula junior
GT: 750 GT Zagato | 1000 GT
Sport coupé: Saloncino | Berlinetta 1000 turbo 16Vi
Sport prototipo: 1000/62 P | 1000/66 sport | 1000/70 V | Mille s.p. | 1300 16Vi
The Ilario Bandini Story

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