Ilario Bandini - Transformation and Decline

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, O.S.C.A., 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."

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.

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.

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.

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.

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.

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.