User:Seasalt/Unit Construction

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Alfa Romeo Monoposto Type C
Manufacturer	Alfa Romeo
Also called	Alfa Romeo 8C 35
Production	1935 - 1939
Assembly	Italy
Predecessor	Alfa Romeo Monoposto 8C Type B
Successor	Alfa Romeo Monoposto 12C 37
Class	Race
Body style	Open wheeler
Layout	Multi-plate clutch at engine, four-speed rear transaxle.
Platform	Light gauge welded box-section frame with all independent suspension
Engine	Supercharged 3822 cc (straight eight twin overhead cam
Transmission	Unsynchronised four speed with reverse gear, rear transaxle
Wheelbase	108.2 inches
Length	169.3 inches (including starting handle)
Width	34.0 inches (cockpit)
Height	48.0 inches (cowl). 52.0 inches (windscreen)
Ride height	5-6 inches
Track	53.1 inches (front), 53.1 inches (rear)
Curb weight	1646 lbs unladen

SPECIFICATIONS. (8C 35)

• Engine: eight-cylinder in-line. twin overhead cam 78 x 100 mm. 3822 cc. 330 bhp. at 5400 rpm. 85 bhp/litre compression ratio 6.5 :1 Two Roots-type superchargers with one Weber carburettor (in 1936 one larger unit drawing from two carburettors) Multi-plate clutch at engine.
• Gearbox: four-speed and reverse in unit with rear differential. Channel-section frame.
• Front suspension: Dubonnet independent with trailing arms and coil springs within oil-filled cylinders.
• Rear suspension: independent, by swing axles with radius rods and transverse leaf spring.
• Damping: Friction shock absorbers in front, piston-type in rear.
• Brakes 15.5 inch hydraulic drum.

DIMENSIONS, (8C 35 and 12C 36) Wheelbase 108.2 inches. Front and rear track 53.1 inches- Length 169.3 inches (including starting handle). Height 48.0 inches (cowl). 52.0 inches (windscreen). Body width 34.0 inches (cockpit). Ground clearance 5-6 inches. Tires. Pirelli 5.25 or 5.50 x 19 front. 7.00 or 7.50 x 19 rear, Weight 1646 lbs, unladen.

Alfa Romeo 8C 2900B Mille Miglia Roadster
Manufacturer	Alfa Romeo
Also called	Alfa Romeo 8C 2900B Mille Miglia Corto Spyder
Production	1937 - 1938
Assembly	Italy
Class	Sportscar/Race
Body style	Sportscar
Layout	Multi-plate clutch at engine, four-speed rear transaxle.
Platform	Light gauge welded box-section frame with all independent suspension
Engine	Supercharged 2905 cc (straight eight twin overhead cam
Transmission	Unsynchronised four speed with reverse gear, rear transaxle
Wheelbase	110.2 inches
Length	176.4 inches
Height	42.2 inches (cowl). 49.0 inches (windscreen)
Ride height	5.7 inches (sump)
Track	53.1 inches (front), 53.1 inches (rear)
Fuel capacity	38 gallons
Designer	Engine,Vittorio Jano. Body,Touring of Milan.

SPECIFICATIONS: (2900B Mille Miglia Corto Spyder)

• Engine: inline eight cylinder in two blocks of four. twin superchargers with two Weber carburettors, twin overhead camshafts and auxiliaries driven from the centre of the engine, bore and stroke 68 x 100 mm. displacement 2905 cc, compression ratio, 5.75 : 1; output 180 bhp at 5000 rpm.
• Transmission: multi-plate clutch in housing at the rear of the crankcase and four speed non synchronised gearbox in unit with the differential.
• Chassis: light gauge welded box-section frame with all independent suspension. Front suspension by trailing arms and coil springs, with telescopic shock absorbers in oil-filled cylinders. Rear suspension: located by radius arms and transverse leaf sping. With telescopic shock absorbers. Brakes, 17 inch hydraulic drum. front and rear Tyres. 5.50 X 19 Pirelli Corsa front and rear. Fuel tank 38 gallons Oil tank 4.5 gallons

DIMENSIONS:(2900B Mille Miglia Corto Spyder)

Wheelbase 110.2 inches, Track 53.1 inches front and rear, Length 176.4 inches. Front overhang 21.2 inches Rear overhang 45.0 inches Height 42.2 inches (cowl). 49.0 inches (windscreen). Ground clearance 5.7 inches (sump). Tyre diameter 30.7 inches, maximum section 6.4 inches Wheel diameter (rim edge) 22 inches

COLOURS AND NUMBERING:(2900B Mille Miglia Corto Spyder)

Bodywork, dark red. Wheels, aluminium. Seats, brown leather White numerals 143 on each front fender and on both sides of cowl (Biondetti, Mille Miglia, 1938.)

Classic Racer, Issue 121, (North West 200) "Call of the roads", part three, by Nigel C. pp26-32 Publisher: Gerard Kane ISSN 1470-4463

With British motorcycle fans in a state of depression, the result from Oulton Park came not only as a shock but a fabulous surprise. Derek Huxley, a little-known national rider, local to the Cheshire circuit, had pushed world champion Kork Ballington and his invincible Kawasaki to the race of his life. what's more Huxley had done it on, of all things, a Cotton.'The new machine, built in Bolton, sported a 250cc Rotax V-Twin two stroke, which was the equal of the world's best and between them they set and broke the lap record several times. Suddenly, the racing world was on fire and everyone wanted a Cotton. For whatever reason, that one-off V twin remained just that, not making it into production until later years when it formed the basis for Aprilia's successful Grand Prix effort. Instead, Rotax built an in-line twin', very much on the lines of the Kawasaki and Cotton's order book read like a who's who of British quarter-litre racing.

The 1980 NW200 saw the new Cottons fill the rostrum with Steve Cull, Tony Rutter and Chas Mortimer taking the places. It wasn't entirely good news, however, for the Armoy Armada's Merv Robinson was killed when his Yamaha seized. Coincidentally, Robinson had been granted the same racing number as Frank Kennedy who died from injuries sustained in a crash the previous year. The Armoy Armada met once more following Robinson's death and the decision was made to wind up the club.

The final race of the 1980 meeting was the superbike event and the record books show it was the first and only appearance of 19 year-old Keith Huewen. He mastered the TZ750 and the roads to just pip like mounted John Newbold.

A year later the Cotton was now under the Armstrong CCM badge and Steve Tonkin was the man to beat, though no one did and he romped the 250 cc race from Pete Wild and Steve Cull. The 350 cc race was another of North West legend, with Donny Robinson and Connor McGinn swapping the lead at almost every corner throughout the whole race. They were both credited with fastest lap at 116.9I mph but it was Robinson who got the verdict on the line by just 0.2secs.

There was another noticeable change in the superbike race when Joey Dunlop made his home debut as a works Honda rider on the mighty 1123 cc four-stroke. It was fairytale stuff as all the rivals retired, 'Marshall, Newbold, Grant, George, Williams etc, Dunlop pressed on and eked out such a lead he had time to stop to see if his old sponsor John Rea needed a lift back to the paddock!

Charlie Williams needed all his experience and more besides to win the 500 cc race as his Yamaha was some 15 mph down on the Suzukis of Steve Parrish and George Fogarty, who passed him on the final straight, leaving him no option but to perform a heart-stopping outbraking manoeuvre at Metropole corner to regain the lead and the take the win. The race was again marred by tragedy as John Newbold crashed fatally at Juniper Hill, just metres away from the scene of Herron's crash. It was a moving sight as 80,000 people went silent when the news was broken over the PA.

Graham Wood (TZ-750) was just so close in the superbike race, leading in his debut race he overshot at Metropole Corner letting Roger Marshall (Suzuki) through. Marshall seemed to have the race in the bag but Ron Haslam (Honda) pulled out of his slipstream to pinch it at the line by a couple of feet. Tony Rutter took his ninth North West win in the 350cc race and Stu Avant broke the lap record twice in his efforts to stay ahead of debutee Norman Brown, (both Suzuki), He won by 0.8 secs.

Haslam and Marshall withdrew from the title race leaving Mick Grant (Suzuki) and Joey Dunlop (Honda) to slug it out - and slug it out they did, the mighty four-strokes both leading on the final lap with Grant taking victory by just 0.4 secs.

No sponsor meant potentially no races for 1983 until Dacia Cars stepped in at the 11th hour (what ever happened to Dacia? - Ed). The meeting suffered nevertheless from heavy rain and the absence of both Grant, out with a wrist injury and Marshall, bed ridden with a mystery bug.

However, it was the first time the public saw the new RS500 and RVF Honda, both ridden by Joey Dunlop. Dunlop won the 500 cc race and remains the last man to do so as the class was dropped the following year. He also took the main event on the new V4.

The rains played a big part in 1981, too, both Grant and Marshall crashing out of the superbike race, leaving the way clear for Dunlop to inherit the win.

Young hot-shot Scot Niall Mackenzie made his presence felt, taking the 350 cc Armstrong to a runner spot behind Kevin Mitchell's Yamaha, after having led the race comfortably before the Armstrong faltered temporarily. The Rotax engine showed it still had pace in the 250 cc class when Andy Watts, Brian Reid and Graeme McGregor made it an EMC 1-2-3.

A year later, Dunlop set the 250 cc pace on the Honda with Watts (EMC) and Mackenzie (Armstrong) just a couple of seconds adrift. Marshall's luck changed in the superbike race when having all but given up on catching Rob McEinea (Skoal Bandit Suzuki), the leader's bike stuck in gear and Marshall, Woods (Yamaha), and Grant (Suzuki) went through.

Armstrong England, Armstrong manufacturing bought Cotton in 1980. In 1984 Armstrong bought the rights from the bankrupt Italian SMW company to build the SMW Tornado. The Armstrong MT 500 is used by the English, Canadian and Jordanian armies. 506cc Rotax engines http://silverstone.fortunecity.com/porsche/651/history.html

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