Breadvan

Breadvan (pronounced bred-vann)

(1) A delivery vehicle adapted for carrying loaves of bread or other bakery items for delivery to retail outlets, hotels, cafés etc.

(2) As the Ferrari 250 GT SWB “Breadvan”, a one-off vehicle produced in 1962.

(3) As a descriptor of the “breadvan” style applied to the rear of vehicles to seek aerodynamic advantages in competition, variously applied, mostly during the 1960s.

1840s: The construct was bread + van.  Bread was from the Middle English bred & breed (kind of food made from flour or the meal of some grain, kneaded into a dough, fermented, and baked), from the Old English brēad (fragment, bit, morsel, crumb), from the Proto-West Germanic braud, from the Proto-Germanic braudą (cooked food, leavened bread), from the primitive Indo-European berw- & brew- (to boil, to see).  Etymologists note also the Proto-Germanic braudaz & brauþaz (broken piece, fragment), from the primitive Indo-European bera- (to split, beat, hew, struggle) and suggest bread may have been a conflation of both influences.  It was cognate with the Old Norse brauð (bread), the Old Frisian brad (bread), the Middle Dutch brot (bread) and the German Brot (bread), the Scots breid (bread), the Saterland Frisian Brad (bread), the West Frisian brea (bread), the Dutch brood (bread), the Danish & Norwegian brød (bread), the Swedish bröd (bread), the Icelandic brauð (bread), the Albanian brydh (I make crumbly, friable, soft) and the Latin frustum (crumb).  It displaced the non-native Middle English payn (bread), from the Old French pain (bread), having in the twelfth century replaced the usual Old English word for "bread," which was hlaf.  Van was short for caravan, from the Middle French caravane, from the French caravane, from the Old French carvane & carevane, (or the Medieval Latin caravana), from the Persian کاروان‎ (kârvân), from the Middle Persian (kārawān) (group of desert travelers), from the Old Persian ultimately from the primitive Indo-European ker- (army).  Most famously, the word was used to designate a group of people who were travelling by camel or horse on the variety of routes referred to as the Silk Road and it reached the West after being picked up during the Crusades, from the Persian forms via the Arabic qairawan and connected ultimately to the Sanskrit karabhah (camel).  Breadvan (also as bread-van) is a noun; the noun plural is breadvans.

Horse-drawn breadvan.

The breadvans were first horse-drawn and came into use in the in the 1840s.  These vans were used to transport freshly baked bread from bakeries to homes and businesses in cities and towns in the UK, Europe, North America and Australasia.  The breadvan was adopted as an efficiency measure, being a significant improvement on the traditional system of delivery which was usually a “baker’s boy” carrying baskets of bread on foot to customers.  The horse-drawn breadvans allowed bakers increase production and expand their customer base.  The construction of the vehicles was not particularly specialized but they did need to be (1) waterproof to protect the goods from the elements and (2) secure enough that the bread was accessible either to opportunistic birds, dogs or thieves.

Breadvan: Morris Commercial J-type (1949-1961)

The Breadvans

Enzo Ferrari (1898-1988) is famous for the cars which carry his name but his imperious attitude to customers and employees alike led to a number of them storming out of Maranello and creating their own machines.  Some, like Lamborghini survived through many ups & downs, others like Bizzarrini survived for a while and ATS (Automobili Turismo Sport) produced a dozen exquisite creations before succumbing to commercial reality.  Another curious product of a dispute with il Commendatore was the Ferrari 250 GT SWB “Breadvan”.

Ferrari 250 GT SWB “Breadvan”.

Ferrari’s 250 GTO became available to customers in 1962 and one with his name on the list was Count Giovanni Volpi di Misurata (b 1938), principal of the Scuderia Serenissima Republica di Venezia (ssR) operation but when Enzo Ferrari found out Volpi was one of the financial backers of the ATS project, he scratched the count’s name from the order book.  Through the back channel deals which characterize Italian commerce. Volpi did obtain a GTO but he decided he’d like to make a point and decided to make something even better for his team’s assault on the 1962 Le Mans 24 hour endurance classic.  In the ssR stable was what was reputed to be the world’s fastest Ferrari GT SWB (serial number 2819 GT) and it was decided to update this to to a specification beyond even that of the GTO, a task entrusted to Giotto Bizzarrini (1926-2023) who, with remarkable alacrity, performed the task in the workshops of noted coachbuilder Piero Drogo (1926–1973).

The Breadvan leading a 250 GT SWB, the car on which it was based.

The changes were actually quite radical.  To obtain the ideal centre of gravity, the 3.0 litre (180 cubic inch) V12 engine was shifted 4¾ inches (120 mm) rearward, sitting entirely behind the front axle and mounted lower, something permitted by the installation of a dry sump lubrication system.  Emulating the factory GTO, six downdraft, twin choke Weber carburetors sat atop the inlet manifold, the tuned engine generating a healthy 300 bhp.  Given the re-engineering, on paper, the car was at least a match for the GTO except it lacked the factory machine’s five-speed gearbox, running instead the standard four-speed.  What really caught the eye however was body Bizzarrini’s striking bodywork, the sharp nose so low Perspex cover had to be fabricated to shield the cluster of a dozen velocity stacks of the Webers that protruded above the bonnet-line.  Most extraordinary however was the roofline which extended from the top of the windscreen to the rear where it was sharply cut-off to create what remains perhaps the most extreme Kamm-tail ever executed.

The count was impressed, the creation matching the GTO for power while being 100 kg (220 lb) lighter and aerodynamically more efficient.  Accordingly he included it in the three-car Ferrari team he assembled for Le Mans along with the GTO and a 250 TR/61 and it appearance caused a sensation, the French dubbing it la camionnette (little truck) but it was the English nickname “Breadvan” which really caught on.  To a degree the count proved his point.  Under pressure from Ferrari the organizers forced the Breadvan to run in the prototype class against pure racing cars rather than against the GTOs in the granturismo category but in the race, it outpaced the whole GT field until, after four hours, a broken driveshaft forced its retirement.  It was campaigned four times more in the season scoring two GT class victories and a class track record before being retired.  Volpi sold the car in 1965 for US$2,800 and its current value is estimated to be around US$30 million.  It remains a popular competitor on the historic racing circuit.

1965 Ford GT40 Mark I (left) 1966 Ford J Car (centre) & 1967 Ford GT40 Mark IV (right).

As well as the ATS, Lamborghinis and Bizzarrinis, Enzo Ferrari’s attitude to those who disagreed with him also begat the Ford GT40, a well-known tale recounted in the recent film Ford vs Ferrari (20th century Fox, 2019).  In 7.0 litre (427 cubic inch) form, the GT40 Mark II won at Le Mans in 1966 but Ford’s engineers were aware the thing was overweight and lacked the aerodynamic efficiency of the latest designs so embarked on a development program, naming the project the “J Car”, an allusion to the “Appendix J” regulations (one of the FIA’s few genuinely good ideas) with which it conformed.  The aluminum honeycomb chassis was commendably light and, noting the speed advantage gained by the Ferrari Breadvan in 1962, a similar rear section was fabricated and testing confirmed the reduction in drag.  Unfortunately, the additional speed it enabled exposed the limitation of the breadvan lines: Above a certain speed the large flat surface acted like an aircraft’s wing and the ensuing lift provoked lethal instability and in one fatal crash in testing, the lightweight chassis also proved fragile.  The “J Car” and its breadvan was thus abandoned and a more conventional approach was taken for both the chassis and body of the GT40 Mark IV and it proved successful, in 1967 gaining the second of Ford’s four successive victories at Le Mans (1966-1969).

Ford Anglia, Rallye Monte-Carlo, 1962 (left) & Ford Anglia "breadvans" built for New Zealand Allcomer racing during the 1960s. 

Marketing opportunity for niche players: A Lindsay Lohan breadvan, Reykjavik, Iceland.

In the US, Ford spent millions of dollars on the GT40’s abortive breadvan but in New Zealand, it doubtful the amateur racers in the popular “Allcomers” category spent very far into three figures in the development of their “breadvans”.  In the Allcomer category, the “breadvans” (again a nod to the Count Volpi’s 1962 Ferrari) were Ford Anglias with a rear section modified to gain some aerodynamic advantage.  The English Ford Anglia (1959-1968) had an unusual reverse-angle rear-window, a design chosen to optimize the headroom for back-seat passengers.  That it did but it also induced some additional drag which, while of no great consequence at the speeds attained on public roads, did compromise the top speed, something of great concern to those who found the little machines were otherwise ideal for racing.  In the spirit of improvisation for which New Zealand Allcomer racing was renowned, “breadvans” soon proliferated, fabricated variously from fibreglass, aluminum or steel (and reputedly even paper-mache although that may be apocryphal) and the approach was successful, Anglias competitive in some forms of racing well into the 1970s by which time some had, improbably, been re-powered with V8 engines.