Ultimate beauty: the pre-war Bugatti twin cam engines…

Bugatti engines have, like the cars, been wonderfully designed and built since the birth of the “marque”. They are designed like true sculptures, and Ettore Bugatti paid great attention not only to the mechanics itself, but also how they looked from outside. The external surfaces were also buffed especially in a circular pattern, just like the cockpit and dashboard panels.

His son Jean Bugatti continued the tradition of unique panache and style. Not only did he design magnificent factory made bodyworks, he also helped develop magnificent twin cam Bugatti engines which saw light in the thirties.

The twin cam version was seen amongst others in the Type 51 Racing car, which made its debut in 1931. This formidable engine, which I drew here in ink, enhancing it with some water color touches, was the 160 hp (119 kW) twin overhead cam evolution of the supercharged 2.3 L (2262 cc/138 cubic inches) single overhead cam straight-8 found in the Type 35B racing car.

This car, contrary to the 35 biposto, was to be very rare indeed: only some 40 examples of the Type 51 and 51A were build.

On my drawing, one clearly sees the compressor, and its small circular waste gate with its …. openings which protruded outwards at the bottom of the louvered right side of the foldable engine bonnet.

The pencil drawing – I used the 2B grade – shows the cockpit of the 51 “Voiture de Course”, with a very rare Cotal preselector gearbox. This was a manually controlled epicyclic box, as similar construction as the famous Wilson box. The difference is that instead of band brakes, it used electromagnetic clutches. Drivers could preselect the lower or higher gears under braking before or accelerating out of a corner, and it was seen on other French thoroughbred racing cars, like the Talbot Lago 4,5 liter monoposto for instance.

Twin Cam engines are also to be found on the type 57, and later variants (including the famous Atlantic and Atalante) was an entirely new design created by Jean Bugatti.

A lot more can be told about Bugatti’s, the cars and their creators, and as this drawing series is only beginning, you are in for much more in the future… stay tuned!

Hans Knol ten Bensel

 

Legendary Porsche engines: the V12 engine of the 917…

In October 1967, the FIA decided to raise the capacity limit for Constructors’ World Championship sports racing cars from 3 to 5 liters for the ‘68 season. Porsche had so far competed successfully with its 3 liter 908. But now things were to change drastically. Ferrari was immediately preparing 5 liter cars, and Porsche had to follow soon.

We show you here on my pen drawings the engine in its early 4,5 liter configuration…with both cylinder banks being tucked away in the chassis,  only the induction pipes and cooling turbine are clearly visible.  

The result was the 917. In July 1968, development started. Initially, the capacity was limited to 4,5 liter for a very good reason: one could use the same cylinders, pistons, conrods, valves, cylinder head and combustion chamber dimensions, ignition and injection systems as the well proven 8 cylinder 3 liter racing engine of the 908. A sound basis to start with. The chassis was also mainly based on the 908.02. And so on March 13, 1969, the 917 was unveiled at the Geneva Motor Show. The price of this racing car: a mere 140.000 Mark, and already at the end of April the necessary 25 units for homologation by the CSI commission were built. It is no secret that the whole cost for Porsche of building the 917 and its racing preparation boiled down to 350.000 Mark per car…

The biggest early success was the Le Mans win on 14 June 1970, with Hans Herrmann/Richard Attwood in the 917 short tail painted in the red and white Porsche Salzburg colors.

 

The engine is air cooled with two flat cylinder banks, four overhead cams and fuel injection. As said, bore and stroke of 85 x 66 mm were identical to the 908. Power was taken from the center of the crankshaft, through a straight cut 31 tooth gear. The engine block was made from magnesium alloy, and the engine was cooled through an axial turbine with 33 cm diameter, able to push through 2700 liters of air per second at max. power rpm of 8400 rpm. Of course, there was a newly developed 12 port injection pump. Maximum power was 460 HP, with a massive 50 mkg torque being available at 6800 rpm.

In April 1970, engine capacity was already enlarged from the initial 4494 cc to 4907 cc, with now 86 mm bore and a lengthened stroke from 66 to 70,4 mm. 600 HP were available at 8400 rpm, torque being also raised to 56 mkg.

Later on, turbo versions were to follow, and the most powerful version of this magnificent engine was the 5374 cc version which made its appearance in 1973 in the Can Am 917/30 Spyder, delivering 1100 HP at 7800 rpm, torque being 112 mkg at 6400 rpm.

 

Hans Knol ten Bensel

The Mercedes star shines again in the Mille Miglia 2018…

The love affair between the three pointed star and the Mille Miglia is now nine decades old.

The legendary successes include the victory of Rudolf Caracciola as the first non-Italian driver in 1931, with his co-driver Wilhelm Sebastian in a Mercedes-Benz SSKL (“Super Sport Short Light”). I included here my drawing based on the historical photo taken at the finish, drawn with ink pen and 2B pencil, focusing on the drivers, bringing them more in detail.  

Then there is the sensational success of Stirling Moss and Denis Jenkinson in 1955, with the overall victory and a still unbeaten record time of 10 hours, 7 minutes and 48 seconds. In 1955 Stirling Moss and Denis Jenkinson drove the 300 SLR racing sports car (W 196 S) to overall victory ahead of their team mate Juan Manuel Fangio.


Mille Miglia 1955: Stirling Moss and Denis Jenkinson on the way to overall victory in a Mercedes-Benz 300 SLR racing sports car (W 196 S), with the best time ever achieved in the Mille Miglia, 1 May 1955.

Also triumphant were the 300 SL “Gullwing” sports cars (W 198) in the Gran Turismo class over 1,300 cc displacement, and the 180 D (W 120) won a victory in the diesel class.

In 1956, in addition to several 300 SL “Gullwing” cars and three luxury class saloons of the 220 “Ponton” (W 180) model, a privately entered Mercedes-Benz 190 SL (W 121) also competed successfully in the race.

 


Mille Miglia 2017: Mercedes-Benz Classic cars. Left to right: 300 SL racing sports car (W 194), 190 SL (W 121), 300 SL “Gullwing” Coupés (W 198). Stage from Brescia to Padua, 18 May 2017.

In 2018, a large contingent of the Mercedes-Benz models SSK (W 06), 300 SL “Gullwing” (W 198), 190 SL (W 121) and 220 “Ponton” (W 180) vehicles will be lining up at the start in Brescia. Among others, Mercedes-Benz Classic brand ambassadors Roland Asch, Ellen Lohr, Bernd Mayländer and Bernd Schneider will be at the wheel of the vehicles.


Mercedes-Benz Classic at the Mille Miglia 2017. Ellen Lohr in a 300 SL “Gullwing” (W 198, built from 1954 to 1957).

Today’s version of the “1000 Miglia” is run on a route which closely follows that of the original road race. This year, the first stage (16 May 2018) will lead from Brescia to Cervia-Milano Marittima, and then on to Rome on the second day (17 May). The route to Parma is on the agenda on the third day (18 May), before the rally returns to Brescia on the fourth day (19 May). Entry is restricted to vehicle models that already participated in the famous Italian road race during the period from 1927 to 1957.

Museo Mille Miglia: Public starting ramp with famous racing cars


Public starting ramp with famous racing cars: Special exhibition of Mercedes-Benz Classic in the courtyard of the Museo Mille Miglia, Brescia, 10 May to 21 June 2018. Visualisation of the installation. At left, the 300 SL racing sports car (W 194, 2nd and 4th place in the Mille Miglia 1952), at right the 300 SLR (W 196 S, 1st and 2nd place 1955).

The ties between the brand and the racing tradition are also underlined by the cooperation between Mercedes-Benz Classic and the Museo Mille Miglia in the historical monastery complex of Sant’Eufemia della Fonte just outside Brescia.


Detail of the left side of the starting ramp, with the 300 SL racing sports car (W 194, 2nd and 4th place in the Mille Miglia 1952).

This year, Mercedes-Benz is putting on an extraordinary special exhibition in the courtyard of the museum: every visitor can drive his vehicle on a starting ramp as is typical for the Mille Miglia. He can position his vehicle for a photo between two famous Mercedes-Benz racing cars which caused a sensation at the Mille Miglia with their successes: the 300 SL racing sports car (W 194) from 1952 (2nd and 4th place) and the 300 SLR (W 196 S) from 1955 (1st and 2nd place).


Mille Miglia 1952: Premiere of the Mercedes-Benz 300 SL racing sports car (W 194). The team Rudolf Caracciola / Peter Kurrle (start number 613) finishes in 4th place, 3/4 May 1952.

This staging can be seen and used from 10 May to 21 June 2018.

Mercedes-Benz “1000 Miglia Challenge 2018”

Apart from the actual competition, this is also down to programme items such as the Mercedes-Benz “1000 Miglia Challenge 2018”.

The participants in the Mercedes-Benz “1000 Miglia Challenge” will drive ahead of the classic cars on the same route and will compete in the same special stages. Vehicles permitted to take part in the Challenge are Mercedes-Benz SL models of various generations and vehicles from Mercedes-AMG plus models of particular historical value from the product history.

Hans Knol ten Bensel

 

 

 

 

The BMW M5 gets even sharper with the M5 Competition…

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BMW M GmbH has sharpened the race-inspired character of its BMW M5 high-performance sedan with an even more powerful model: the BMW M5 Competition, creating a new product category. In future, BMW M GmbH will offer the most powerful variants of its high-performance cars as standalone models. This new status reflects the individual character of the BMW M5 Competition.

It also embodies the latest chapter in a history of success which began with the M Competition package (including power boost) configured specifically for the predecessor to the current BMW M5 – and which the exclusive new BMW M5 Competition builds on convincingly.

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A 19 kW/25 hp hike in engine output over the standard version of the new BMW M5 (to 460 kW/625 hp), even more direct responses and bespoke chassis tuning combine to maximize dynamics, agility and precision.

Superb performance…

The 4.4-litre V8 engine with M TwinPower Turbo technology has been modified specifically for this new application and develops peak torque of 750 Nm (553 lb-ft) across an even broader rev range – from 1,800 rpm to 5,800 rpm.

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You can image that the performance is stellar: acceleration of 0 to 100 km/h (62 mph) goes in 3.3 seconds and 0 to 200 km/h (124 mph) in 10.8 seconds.

Of course, there is also the sound. Indeed, the tune of the standard-fitted M Sport exhaust system can be adjusted at the touch of a button. The driver can also use the M Sound Control button to initiate an extremely discreet soundtrack.

aP90300381_highRes_the-new-bmw-m5-compecropsshift

Sharp drivetrain, chassis and suspension

Model-specific engine mounts with a higher spring rate provide a much firmer connection between the drive unit and vehicle structure in the new BMW M5 Competition. This has a noticeable effect on the car’s responses, the sharpness of its turn-in and the experience of the engine’s soundtrack inside the car.

aP90300381_highRes_the-new-bmw-m5-compes

The engine’s power is channeled to the road via an eight-speed M Steptronic transmission with Drivelogic. Added to which, the new BMW M5 Competition is specified with the M xDrive M-specific all-wheel-drive system and the Active M Differential at the rear axle.

The centrally controlled interaction between the two systems optimizes traction, agility and directional stability.

The M xDrive system’s rear-wheel bias provides the ideal basis for a full blooded performance-driving experience. Added to which, the new BMW M5 Competition supplements M Dynamic Mode with three driving programs honed for use on the track: 4WD, 4WD Sport and 2WD, which switches to pure rear-wheel drive and deactivates the Dynamic Stability Control (DSC).

Features of the chassis include a seven-millimeter drop in ride height, special damper hydraulics and stiffer springs, an increased camber at the front axle and modified toe links and anti-roll bars at the rear.

Sportiness in style…

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Eye-catching design cues emphasize the exclusivity of the new BMW M5 Competition. BMW Individual high-gloss Shadow Line trim is complemented by the use of high-gloss black for the kidney grille surround, decorative grating of the signature BMW M gills, rear spoiler and exterior mirror caps. “Competition” lettering is added to the likewise black “M5” badge on the boot lid. Standard specification for the new BMW M5 Competition also comprises exclusive 20-inch forged M light-alloy wheels with mixed-size tyres.

An impressive BMW, needless to say that we would love to lay our hands on one in a not too distant future…

Hans Knol ten Bensel

Factory reproduction of 300 SL body parts: the three starred diva is now immortal…

Ersatzteile für den Mercedes-Benz 300 SL „Gullwing“ (W 198, 1954 bis 1957): Zahlreiche wichtige Teile sind in originaler Werksqualität erhältlich. Foto der Präsentation auf der Techno Classica 2018. Replacement parts for the Mercedes-Benz 300 SL “Gullwing” (W 198, 1954 to 1957): Numerous key parts are available in genuine factory quality. Photo of presentation at Techno Classica 2018.

Replacement parts for the Mercedes-Benz 300 SL “Gullwing” (W 198, 1954 to 1957): Numerous key parts are available in genuine factory quality. Photo of presentation at Techno Classica 2018.

We were browsing for information about the participation of Mercedes in the next Mille Miglia, and we stumbled on other remarkable news, which shows how painstakingly professional Mercedes is caring about its products and notably its classic and historic cars.

Form now on, key body parts for the Mercedes-Benz 300 SL “Gullwing” (W 198) are again available in factory quality. They can be ordered by their part number from any Mercedes-Benz sales partner, just like that!

Mercedes-Benz Original-Ersatzteile für den 300 SL „Gullwing“ (W 198, 1954 bis 1957). Nachfertigung von Karosserie-Blechteilen gemäß den hohen Werksstandards der Daimler AG. Das Foto zeigt einen Kotflügel im Presswerkzeug. Mercedes-Benz genuine replacement parts for the 300 SL “Gullwing” (W 198, 1954 to 1957). Reproduction of metal body parts in accordance with the high factory standards of Daimler AG. The photo shows a wing in the pressing tool.

Mercedes-Benz genuine replacement parts for the 300 SL “Gullwing” (W 198, 1954 to 1957). Reproduction of metal body parts in accordance with the high factory standards of Daimler AG. The photo shows a front wing in the pressing tool.

The metal parts are produced for Mercedes-Benz Classic by a certified supplier, whose expertise includes the highly complex construction of tools from optimised 3D data from original bodies. Metal parts produced on these tools are then worked into their final shape by hand using wooden mallets – another special process.

Mercedes-Benz Original-Ersatzteile für den 300 SL „Gullwing“ (W 198, 1954 bis 1957). Nachfertigung von Karosserie-Blechteilen gemäß den hohen Werksstandards der Daimler AG. Das Foto zeigt die Maßprüfung an der Öffnung für den Scheinwerfer. Mercedes-Benz genuine replacement parts for the 300 SL “Gullwing” (W 198, 1954 to 1957). Reproduction of metal body parts in accordance with the high factory standards of Daimler AG. The photo shows the dimensional inspection at the aperture for the headlamp.

Mercedes-Benz genuine replacement parts for the 300 SL “Gullwing” (W 198, 1954 to 1957). Reproduction of metal body parts in accordance with the high factory standards of Daimler AG. The photo shows the dimensional inspection at the aperture for the headlamp.

The precise 3D tool data also provide the basis for quality inspection by means of painstaking false colour comparison. The measuring tool receives the data as a reference and uses false colours to visualise the measured deviations between the desired state and the actual state, thus making it possible for the measurement results to be unambiguously and quickly interpreted.

Mercedes-Benz Original-Ersatzteile für den 300 SL „Gullwing“ (W 198, 1954 bis 1957). Nachfertigung von Karosserie-Blechteilen gemäß den hohen Werksstandards der Daimler AG. Das Foto zeigt die Prüfung der Heckdeckel-Wölbung: Der Mercedes-Stern liegt flächenbündig auf. Mercedes-Benz genuine replacement parts for the 300 SL “Gullwing” (W 198, 1954 to 1957). Reproduction of metal body parts in accordance with the high factory standards of Daimler AG. The photo shows the inspection of the curved section of the boot: the Mercedes star is flush with the surface.

Mercedes-Benz genuine replacement parts for the 300 SL “Gullwing” (W 198, 1954 to 1957). Reproduction of metal body parts in accordance with the high factory standards of Daimler AG. The photo shows the inspection of the curved section of the boot: the Mercedes star is flush with the surface.

The body parts meet the high standards of Daimler AG and can be ordered by their part number from any Mercedes-Benz sales partner. Their surfaces are electrophoretically painted, which assures the highest technical and visual standards. The prices include VAT.

  • Front panelling left (A198 620 03 09 40), 11,900 euros
  • Front panelling right (A198 620 04 09 40), 11,900 euros
  • Rear panelling left (A198 640 01 09 40), 14,875 euros
  • Rear panelling right (A198 640 02 09 40), 14,875 euros
  • Rear-end center section (A198 647 00 09 40), 2,975 euros
  • Rear-end floor (A198 640 00 61 40), 8,925 euros

We let you further have a look at the photos…

Hans Knol ten Bensel

Mille Miglia 2018: the Alfa Romeo legend lives on more than ever…

 

Alfa-Romeo-Mille-Miglia-1

The 36th edition of the iconic race coincides with the 90th anniversary of the first of the 11 victories Alfa Romeo recorded from 1927 to 1957: a record which will now never be beaten.

This anniversary will be celebrated on 19 May, when the race will pay a visit to Milan and to the Museo Storico Alfa Romeo at Arese, where time trials will be held on the internal circuit. Held for the 36th time this year, the race will be run over the traditional Brescia-Rome-Brescia route and will star Alfa Romeo both as Automotive Sponsor and as “guest of honour”, as this year marks the 90th anniversary of its first victory in the legendary race, held from 1927 to 1957.

Alfa-Romeo-Mille-Miglia-2

From 19 May to December 2018, the Museum will host the “11 volte campione” [11 times champion”] exhibition, which celebrates these sporting exploits, engraved in the memories of fans all over the world.

Inaugurated on 24 June 2015, the fascinating Museo Storico Alfa Romeo – known as “The Time Machine” – is the heart of a real “brand centre”, created by a major upgrading project by architect Benedetto Camerana, which brings together the brand’s past, present and future. As well as the area displaying the key models from the Alfa Romeo historic collection, the site is buzzing and vibrant, with the Archive, the internal circuit, the events spaces, the Alfa Romeo Café and the show-room with delivery area. More on this museum in a special report.

Alfa-Romeo-Mille-Miglia-3

Competing in this year’s race will be several wonderful classic Alfa Romeo cars from the FCA Heritage collection: from the 6C 1500 SS to the 6C 1750 GS, and from the 1900 SS to the 1900 Sport Spider.

On 19 May, drivers Marcus Ericsson and Charles Leclerc from the Alfa Romeo Sauber F1 Team currently taking part in the 2018 Formula 1 championship will also be present. Their participation is a tangible sign of how indelibly the racing world is engraved in the Alfa Romeo DNA… we just let you look here at the photos, and tell you also soon more about other iconic brands participating at the Mille Miglia 2018…

Hans Knol ten Bensel

The 1924 Alfa Romeo P2 Grand Prix Engine: Vittorio Jano’s brainchild…

Alfa P2sketch6

Dear reader, we now take you back to the twenties. To the days where engines counted most in a racing car. Aerodynamics and chassis design, tyres and brakes where timidly starting to develop, the focus was on the engine. A true genius designed it for Alfa Romeo. His name was Vittorio Jano.

Actually, he was born  as Viktor János in San Giorgio Canavese, in Piedmont, son of Hungarian immigrants, who settled there several years earlier. He began at the car and truck company Società Torinese Automobili Rapid owned by G.B. Ceirano. In 1911 he moved to Fiat under Luigi Bazzi. He went with Bazzi to Alfa Romeo in 1923 to replace Giuseppe Merosi as chief engineer.

There is also a truly wondrous story to tell about the designers of Fiat and their engineers in the period between the two world wars, and it will be subject of a later series where we will present drawn  portraits of the men and women who marked our automotive history.

Alfa P2 laterasketchl8wet

Here one sees the carburettor side of the engine, its architecture being an example for all Alfa engines to follow, right until this day… On both drawings, some watercolor was added.

His first design with Alfa Romeo was the 8-cylinder in-line mounted P2 Grand Prix car, which won Alfa Romeo the inaugural world championship for Grand Prix cars in 1925. But he was going to do much, much more for Alfa. In 1932, he produced the sensational P3 model which later was raced with great success by Enzo Ferrari when he began Scuderia Ferrari in 1933. We will also bring a special about this marvelous engine.

Jano also definitely established Alfa’s engine architecture, and indeed made Alfa technically what is Alfa all about. For the Alfa series production cars,  Jano developed a series of small-to-medium-displacement 4-, 6-, and 8-cylinder inline power plants based on the P2 unit that established the classic architecture of Alfa engines, with light alloy construction, hemispherical combustion chambers, centrally located plugs, two rows of overhead valves per cylinder bank and dual overhead cams…

Indeed, this straight 8 engine is the architectural forerunner of what a classic Alfa engine is right until this day.

This 1,987 cc engine had Twin Roots Superchargers and 2 Memini carburettors, developed 140 bhp (104 kW) @ 5500 rpm in 1924, and 155 bhp (115 kW) a year later. As the P2 did only weigh 614 kg, it was fast enough to win 14 grand prix until 1930, and embodied together with the Bugatti 35 the most iconic grand prix cars in the twenties.

Its designer Vittorio Jano would in 1937 move to Lancia, and later to Ferrari, where he designed the V6 and V8 engines, which are still a technical basis for the Ferrari’s today…

Hans Knol ten Bensel

The formidable V16 Auto Union Type C engine…

+Motor Auto Union V 16sketch

Without any doubt, the powerful rear engine Auto Unions were ahead of their time. Their sheer “Leistung” or power was absolutely legendary. Just tires couldn’t cope, and the sheer chassis dynamics and even more importantly aerodynamics were not fully understood at the time. So the cars had no downforce at racing speeds, and the narrow tires with their still softer construction and not so adhesive compounds did not help.

The V16 engine of this Type C was a Porsche design, and started off in the type A with a displacement of 4360 cc. But it was originally meant to be a 6 litre engine, and this it was in the Type C. The two cylinder banks were angled at 45 degrees, and one central camshaft operated all the 32 valves. That is why the engine has this typical look of 16 pushrods in their gleaming chromed shafts connected with the exhaust valves, while the intake valves were actuated by the camshaft through rocker arms. So we see three valve covers on this beautiful engine.

Toerenteller V16 Auto Union tekeningbisbeterter

The engine was laid out to develop massive low end torque, and for a racing engine, it revved quite low, as the rev counter clearly tells.

All this torque, a hefty 853 Nm being available at 2500 rpm, was very difficult to handle for the narrow rear wheel tires, and a limited slip differential was badly needed to stop the inner wheel in narrow corners from spinning fiercely through under full throttle, even in the dry!

V16 Compressorsketch6bis

The impressive two-stage Roots compressor at the back of the engine, fed by a battery of two carburetors… 

Maximum power ranged from 485 to 520 PS or 357-382 kW during the racing seasons, and whether the race was to be long or short. It was achieved at – at least for a racing engine –a very lowish 5000 rpm. A two stage roots compressor was used, with 0,95 bar pressure.

One last item, which one tends to forget when talking about the sheer performance of this engines, is that the 200 L tank did not contain ordinary fuel. A (secret) mixture using amongst others ethanol and methanol was used. This did allow higher combustion chamber pressures and temperatures, without problems of knocking or lack of cooling. One needs to flush the system after races because the mixture is corrosive.

In our next edition, we will go for the equally stunning Alfa Romeo P2 straight 8 compressor engine…

We just let you look here at our drawings!

Hans Knol ten Bensel

A new series on pen drawings of famous engines… The Jaguar D-type

After having made a pencil drawing of the Jaguar XK engine, we got more and more carried away so to speak, and decided to start with a series of famous racing engines, which made automotive history. Of course, we continued first with the D-type theme, as we felt it deserved further attention.

So here it is…

Jaguar D type motor en cockpit

Engine capacity of this XK engine in this racing version is still the original 3442 cc, with also the original bore and stroke dimensions of 83 x 106 mm.

With triple Weber carburetors and a 1:9 compression ratio it developed 253 PS or 186 kW at 6000 rpm. Torque was very impressive for a normally aspirated engine, being 328 Nm at 4000 rpm.

It had dry sump lubrication, as the superb roadholding  of the D-type triggered G forces which would let the engine starve for oil had the original sump been retained. It also allowed a larger oil quantity, lowering oil temperature on the grueling long Mulsanne straight at Le Mans, where the D-type would run at speeds in excess of 170 mph, or 270 km/h. There was also another practical reason, which might have been even more important: the D-type is very low, so to reduce the engine height, a dry sump layout was chosen.

The D-type itself was structurally designed by Jaguar’s William Heynes Technical Director and Chief Engineer. It applied aeronautical technology. The cockpit section was of monocoque construction, mostly comprising sheets of aluminum alloy. It was about five years later that John Cooper started to use the same concept for his Formula 1 cars…

The aerodynamic bodywork was largely the work of Malcolm Sayer, who had joined Jaguar following a stint with the Bristol Aeroplane Company during the Second World War and later worked on the C-Type. The D-Type required a minimal frontal area. To further reduce the XK engine’s height, the engine was canted at 8½° from the vertical, which made the typical offset bonnet bulge necessary.  It might also have been needed, according to Philip Porter, in his book Jaguar Sports Racing Cars, to provide extra space for the ram pipes feeding the three twin-choke Weber carburetors….

You can see clearly in the drawing the rampipes of the Webers, and the fact that the engine is canted…

Just enjoy the drawing. The next one will be the famous Auto Union V16 engine…

Hans Knol ten Bensel

 

DS X E-TENSE: a designer’s dream to drive in 2035…

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DS designers were asked what their dream car would look like within 17 years. New forms, new materials, new technologies. The team came up with a truly stunning result: The fruit of their collective fantasy and out of the box thinking is DS X E-TENSE, a car with stylish refinement and very bold solutions indeed…

Just look at the photos and read further, and be amazed…

Hans Knol ten Bensel

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