Mercedes C11 HISTORIC RACING

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A digital supplement from the publisher of

HISTORIC RACING Mercedes C11

>> The creation of a legend Bugatti Type 35 Climax engines NDT Testing

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4 SAUBER MERCEDES C11 Restoring the prototype of an endurance racing legend 12 BUGATTI TYPE 35 Proﬁ ling possibly the most Bugatti’s Type 35 was a force to be reckoned with in the 1920s and 1930s successful racecar ever on the circuits of Europe 18 NDT TESTING Detailing the processes needed to keep cars safe 26 CLIMAX ENGINES Featherwight engines of the 1950s and 1960s

he classic car market is rapidly changing. Prices have built for a singular purpose and lifed accordingly. For the increased in recent years as in many cases investments companies that have been set up to cater for these machines, are considered to be safer in older racing cars than in a their technology has also had to improve in order to monitor T cars such as these and ensure they are safe to run. Never before bank. Due to the increased interest in historic racing, an industry is rapidly becoming more tuned towards the maintenance of has there been so much opportunity to race these cars either. these exceptional cars and their work is becoming ever-more In the pages of this supplement we talk to some of the critical. With more carbon chassis cars coming to the market, companies that are involved in the upkeep of modern classics, the variation in the quality and the differences in lay up styles look at the different technologies that can be used to ensure over the past two decades has meant that their safety, and also at some of the they need to be checked by experts. One cars that are running in competition. manufacturer sold some of its heritage Parts were built for One of those is the development mule having preserved the original spare parts of the classic Mercedes C11 that won in a lock up, only to fi nd when they were a singular purpose the World Sportscar Championship and delivered that they were not fi t to run. and lifed accordingly Le Mans, while we also take a look at While that was a shock to arguably the most successful racing car them, it was also an eye-opening in motorsport history, the Bugatti Type 35. moment for the buyer who fortunately had selected one We also profi le one of the most prolifi c of engine of the many companies in the UK that specialises in the manufacturers, Climax, which dominated the racing scene maintenance of such cars to care for his investment, and in the 1950s and 1960s with its lightweight concept. It the team there already knew the weak points of the car. is our own celebration of a British engine manufacturer The issue with the carbon cars is that they were designed that had such a diverse portfolio for its technology. for a short period of competition and not with a legacy in mind. With increasingly advanced design techniques, parts were Andrew Cotton, Editor

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03_RCE Digimag_Historic_Contents-AC2BS.indd 3 12/11/2020 17:16 MERCEDES C11 Class of 1990 Mercedes’ C11 is as robust today as it was when it took the 1990 World Sportscar Championship title By Lawrence Butcher

he Mercedes C11 was a pivotal Swiss outfit Sauber first became M117 V8, and then following came car in Mercedes’ modern involved with Mercedes in the early the four-valve, 5-litre, M119 V8. motorsport history as in some 1980s. Mercedes engineers provided Officially, these engines were prepared respects it paved the way for some informal development work to by fellow Swiss Heine Mader but in Tthe manufacturer to return to Formula help with Sauber’s C6 and C7 Group C fact the bulk of work was undertaken 1. Through its young driver programme, cars. Unhappy with the performance of by Mercedes at its engine facility in it was also the car that provided BMW’s straight-six engine it was using at Untertürkheim, under the supervision Michael Schumacher with his only Le the time, Peter Sauber had approached of Hermann Hiereth. The Mercedes Mans start, sharing in 1991 with Karl Mercedes for an engine supply, which engined C8 arrived in 1985, and the Wendlinger and Fritz Kreuzpointner. initially came in the form of the 2-valve company’s branding came the next year.

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04-10_RCE_Mercedes-AC_converted2BS.indd 4 12/11/2020 17:20 MERCEDES C11 Class of 1990 Mercedes’ C11 is as robust The monocoque today as it was when it took dated back to 1982, the 1990 World Sportscar designed by Leo Championship title Ress while he was By Lawrence Butcher between jobs at Mercedes and BMW

Mercedes’ C11 contested the FIA World Sportscar Championship in 1991 before it delivered the company its most recent win at Le Mans. The test mule has received an extensive make over at specialists BBM to allow it to run in modern classic events

he Mercedes C11 was a pivotal Swiss outfit Sauber first became M117 V8, and then following came The C7, 8 and 9 were all evolutions hence the car featured a Mercedes Although the first of its kind, chassis car in Mercedes’ modern involved with Mercedes in the early the four-valve, 5-litre, M119 V8. on a theme. The monocoque dated back Benz rather than Sauber designation. 00, which is pictured in this feature, is motorsport history as in some 1980s. Mercedes engineers provided Officially, these engines were prepared to 1982, designed by Leo Ress while The first car was chassis C11-89-00, still actively campaigned in Historic respects it paved the way for some informal development work to by fellow Swiss Heine Mader but in he was between jobs at Mercedes and which embodies a fascinating point in Group C racing, having taken a number Tthe manufacturer to return to Formula help with Sauber’s C6 and C7 Group C fact the bulk of work was undertaken BMW. Ress eventually joined Sauber the mid-evolution between the alloy of high-profile wins and regularly 1. Through its young driver programme, cars. Unhappy with the performance of by Mercedes at its engine facility in full time in 1985. While not an entirely chassis C9 and the carbon-tubbed C11. running at the front of the pack. In it was also the car that provided BMW’s straight-six engine it was using at Untertürkheim, under the supervision clean sheet design, the C11 was the The car has been owned and run by fact, during one outing at Spa in 2011, Michael Schumacher with his only Le the time, Peter Sauber had approached of Hermann Hiereth. The Mercedes first of Sauber’s cars to be built with full Northamptonshire based BBM Sport for its qualifying time of 2m05s would Mans start, sharing in 1991 with Karl Mercedes for an engine supply, which engined C8 arrived in 1985, and the Mercedes backing and it benefited from the past 12 years and as such, Technical have put it in sixth place on the LMS Wendlinger and Fritz Kreuzpointner. initially came in the form of the 2-valve company’s branding came the next year. the company’s resources that entailed, Director Steve Briggs knows it inside out. grid running that same weekend.

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Briggs notes that there are a number carry over parts on chassis 00 from the C9. For example, the routing for the turbocharger air feeds is different between this car and those that went on to race in period. Similarly, it has an aluminium front crash structure, while the later cars were all carbon. The most obvious difference at the front of the chassis is the suspension mounting structure. This is a fabricated aluminium construction, bolted to the carbon tub, while on the race versions it was carbon fibre and fully integrated with the rest of the chassis.

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Home run The car was delivered to BBM directly from Sauber complete, but still in need of an extensive recommissioning before it could be raced. This entailed an engine and transmission rebuild, One of the anomolies for the car was the aluminium crash structure, replaced in race trim with carbon along with replacement of the coolers and other heat exchangers. At the same time, all of the suspension components were crack tested. The car was ran successfully before a crash at Donington in 2012 led to the replacement of some suspension components. However, a fire at Monza in 2015 necessitated more extensive works. A fuel rail in the engine bay had split and set the rear alight. ‘It was an aluminium fuel rail that cracked,’ explains Briggs. ‘The engine had a vibration. I think it had been over revved, and that caused a timing guide to fail.’ A failed valve spring bucket bush caused the car run on seven cylinders at the Le Mans Classic in 2018, although Chassis 89-00 needed a rebuild before it was ready to run, including the engine and transmission The test car was not even fitted with lights, so BBM took the opportunity to replace the looms as well fortunately that did not result in a fire. However Briggs remarks that so strong V12s in an attempt to strike the best is the car as a package that the problem balance for the fuel consumption rules was not noticed immediately. ‘We think then in play, set at 51 litres/100 km. it went at the end of the first round at In the end, it settled on a capacity of Barcelona,’ he says. ‘We did a test before 5-litres, with maximum boost pegged Le Mans and the bush failed, sticking at 2Bar (absolute) with a 7500rpm the valve open slightly. However, we limit and a target weight of 210kg. didn’t spot this, took it to Brands Hatch Although it has some spare parts for a shakedown before Le Mans, and in stock, BBM does have to get some it was fast there. The car went to Le components made for the engines, the Mans, where it qualified third, but then maintenance of which is undertaken another driver got in and said it didn’t by Xtec engineering which specialises feel right. We did a leak down test and in Group C cars. ‘It probably gets rebuilt found it was down to seven cylinders. every two to three years,’ says Briggs. ‘We It wasn’t a dramatic problem, but it do have a check over every winter and was only running on seven. Now we anything that needs doing is dealt with.’ leak down test after every event.’ While it is possible to get parts Mercedes did consider a variety of produced, some can prove to be more options for engines when it began the problematic. For example, the car is Group C project, ranging from highly currently running the last factory block. boosted I4s through to larger capacity Many variations were considered before Mercedes opted for a turbocharged V8 layout for the C11 Jochen Mass hands the C11 to Mercedes young gun Karl Wendlinger at Spa in 1991 If issues arise in the future, a production

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car unit will need to be modified. ‘It’s based roughly around the production M119, so if you had a road block, you can weld it up, strengthen it and machine it to work if you really had to,’ says Briggs. The original blocks are bespoke, with closed deck architecture although the crankshaft was a modified production unit. The race engines also used a simplex Michael Schumacher chain drive for the double overhead cams, conducted testing ahead rather than the duplex drive found on the of the Le Mans 24 hours in road cars. Oiling is taken care of by a five- 1991 as part of Mercedes’ stage dry sump pump, with two stages driver training programme dedicated to turbocharger lubrication. The cooling system is of a parallel design, which theoretically provides almost identical temperatures across all cylinders. One common problem on cars of this era is handling the original electronics systems. Electronic fuel injection systems were just starting to mature and in the case of the C11, all of the fuelling and ignition was taken care of by a Bosch Motronic MP 1.8 ECU. These are no longer supported by the German firm and finding computers on which to run the software can prove challenging. solenoids, regulated the This leads most who run cars such as opening pressure of the the Sauber to update to a modern ECU wastegates. This functionality setup, in this instance a Motec supplied is now handled by the Motec system. The old Bosch ECU is a sizable system and incorporated beast and this has allowed for the new within the ECU housing. unit to be packaged within the original There was nothing inherently case, retaining an original appearance. wrong with the original Data logging was present in period, system, but this approach and relied upon another standalone is easier to manage. (and large) data logger sited within the cockpit, which prints out a ticker tape Boxing clever record at the end of each run, much like The C11 transmission a till receipt. The Motec ECU now handles was an upgrade on the data duties, but Briggs says that some do C9, with a Mercedes still use the original systems. ‘It’s a white designed casing that box with a few keys and it prints off a houses mainly Hewland load of one and zeros to tell you what is internals. However, it happening. A few are still using them, has some features that can complicate but they are difficult to get and if they maintenance. The C9 ran a Hewland VGC fail, there is only so much you can do.’ box, which says Briggs, ‘was really the On the subject of wiring, when Achilles heel on the car.’ VGC internals are BBM acquired chassis 00, it needed still available and there are companies ‘If you had a road a full rewire in order to be run, not that manufacture replacement parts. least because being the test car, it was The only real challenge is the crown block, you can weld it not fitted with equipment such as and pinion gears, explains Briggs. ‘They lights. ‘As the lights were never fitted, use a palloid cut on the gears. The regular up, strengthen it and it required looms as well and as we VGC has a pair of taper roller bearings, were doing all of that, we replaced the which are preloaded, and has Gleeson machine it to work if whole vehicle loom,’ explains Briggs. type gears with tapered teeth. The palloid Another modification to ease running cut gears are parallel cut, which allows you really had to’ has been the replacement of the original for a degree of float and they run on wastegates and control systems with angular contact bearings. But palloid Steve Briggs modern components. In period an air cutting machines are very expensive, so bleed system, controlled by the ECU most people use Gleesons. The palloid is and utilising Bosch fuel injectors as better and can accommodate more wear.’

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Racecar Engineering • Historic Racing 39

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Unknowingly, BBM had a set of Gleeson type gears made, which without close inspection, look very similar. ‘We had special bearings made as well, because they are not available anymore, and they allowed a degree of float in the pinion,’ explains Briggs. ‘That end float, combined with the taper on the gears, meant the pinion acted like an axe. We went through about six sets in a year but still won the championship. We’d do a race, then qualifying and practice for the next race, then fit a new ring and pinion. We knew what the problem was but had to wait for new gears to be made in Germany.’ Briggs did source a cache of detailed transmission information from Beagle Engineering (originally called Staffs Silent Gears and whose subdivision The C11 moved to a pushrod rear suspension, and while handling is benign it is effective even today Elite Racing transmission still produces motorsport gearboxes) that worked on foot off the clutch and just pull away. the cars in period. Unfortunately, on the You don’t have to rev it. With the C11, ‘Although it might way to collect the information, which the turbos just help it along a bit. They was in the form of faxes, it transpired that don’t run much boost, around 0.5 bar.’ In make sense to make the company had filled two skips with this trim, the engine produces around moulds for all of the gearbox internals a year earlier because 700-750 bhp. In full qualifying trim in they didn’t know of anyone running a C11. period, the engine was capable of over bodywork in anticipation 1000 bhp, but BBM is clear that at 0.8-0.9 Set up standard bar boost the engine would not last. of accident damage, As noted, the C11 was considered The cars are relatively straightforward a benign car in period, and as such, to run, says Briggs. ‘You have to remember this is not always the BBM tends to run the car as setup by with Le Mans machines, they were Mercedes, based on existing notes they designed to be driven for 45 minutes, route customers take obtained. One of the main changes stopped, turned back on and driven between the C9 to C11 was a switch to off. It’s not like F1 where you need 15 with their cars’ pushrod suspension at the rear, from people with laptops to start them and a rocker system, with titanium coil if they stop, you can’t restart them.’ Steve Briggs springs and Sachs supplied dampers. pronounced. Originally, that section ‘The dampers are original, we just History repeating was just clear fibreglass, with a step to get them serviced every year,’ says It is inevitable that in competition damage the bodywork where it was attached, Briggs. ‘They only have six adjustments. will occur and as such, BBM has had but it has now been smoothed out. We have all of the testing information moulds made for the key bodywork parts, Although it might make sense to from the period, all of the setups, so we taken directly from the existing body. make moulds for all of the bodywork just used their base setups. Maybe we ‘There are some differences between this in anticipation of accident damage, could do some work there, but it works car and the race ones,’ highlights Briggs. this is not always the route customers well as it is, so why try and reinvent ‘For example, the front bodywork clips take with their cars. ‘You can guide the wheel? Mercedes put 40 million on from the top, while the race versions the customer and advise them it is a Deutschmarks budget, so they are just used pins.’ For the engine cover, good idea, but you can’t just go out pretty well sorted. Why would we go which was destroyed in the fire at Monza, an spend their money saying we’ll get away from what was worked out for a mould was taken from another C11. a full set of moulds, because it’s not some of the best drivers, by the best The bodywork of Chassis 00 has other cheap,’ says Briggs. ‘They might regret engineers in the world at the time?’ features that make it unique from later it later, but generally, there is always a Compared to some of its cars. For example, the trailing edge of way around, some way to fix things.’ contemporaries, the C11’s gutsy V8 also the rear wheel arches are add-on items, Despite representing the pinnacle helps make it a very tractable machine to riveted and bonded to the bodywork. of manufacturer-backed sportscar drive. Briggs observes that though there They differ from the C9 in hugging the development in the 1980’s, the C11 is are no driver aids such as traction control contour of the wheel more closely and, a straightforward car to operate and or ABS, the low-down torque helps make once the profile was proven during maintain. BBM looks after a stable of it controllable. ‘There’s no put your foot testing, were incorporated as an integral Peugeot’s 908 LM P1 cars, and although down, wait, then bosh in you back,’ he part of the main body. For the last of the these are manageable, they cannot be says. ‘It’s similar to the AMR1 Aston in that Mercedes Group C line, the C291, the rolled out, fired up and raced in the respect. You can put it in gear, let your curve of this section became even more way old Group C machinery can.

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11_HRCE_.indd 11 14/12/2020 13:38 BUGATTI TYPE 35

Ettore Bugatti created arguably the most Bug’s life successful racecar of all By Lawrence Butcher time with the Type 35

Ferdinand de Vizcaya whose father, Pierre, funded Bugatti to start his company, competed in the 1925 Targa Florio driving a Type 35. A similar example won overall

ew racing cars reach truly iconic than stellar. Thanks to Ettore Bugatti the fact the entry price for ownership status, and fewer still gain kudos insisting on the use of an unproven of an original is well north of £1 million, beyond motorsport dilettantes. tyre, developed by Dunlop to his own with ‘good’ cars fetching in excess of The Ferrari 250 GTO and Ford design to specifically work with the car’s £4 million. There are of course replicas, FGT40 are two such cars, but at the top novel, two-piece cast aluminium wheels, some of which are eligible to race but of the pile sits the Bugatti Type 35 (and all five cars entered had trouble. One for the purposes of this article, we will variants of), its horseshoe grill and red retired, one crashed and only two of the concentrate on the factory-built cars. emblem often eliciting recognition even remaining three were classified in the 11 in those unfamiliar with racing cars. finishers, in seventh and eighth place. Complexity of nature However, they are likely unaware Following a switch to conventional ‘They are complicated cars, there’s no that the Type 35 is arguably the rubber supplied by Michelin, the doubt about it,’ says Ollie Crosthwaite of most successful racing car of all time, car’s fortunes improved rapidly. Over long time Bugatti specialists Crosthwaite eclipsing even the Porsche 911 if one the following five years, the Type and Gardiner. As a result, originality is considers the time span over which 35 and its derivatives would claim a highly prized. It was not uncommon it competed. Between 1924 and plethora of victories across Europe, for cars to be bastardised. If an engine 1930 the model secured more than in Grand Prix and hill climb events. broke, there was no guarantee it would 2000 race victories, and amassed 351 Overall, around 400 of the type be replaced with an original unit, or even wins in the first two years alone. were constructed, and a large one from Bugatti. This complexity also However, the Type 35’s debut, at proportion remain in existence today means their upkeep is not the work of the 1924 Grand Prix de l’Automobile with a significant number still actively a moment and some parts in particular Club de France staged in Lyon, was less competing in historic racing. This despite require an in-depth understanding of the

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12-16_RCE_Bugatti-acbsAC2_convertedACBS.indd 12 12/11/2020 17:25 BUGATTI TYPE 35

Ettore Bugatti created arguably the most Bug’s life successful racecar of all By Lawrence Butcher time with the Type 35

Ferdinand de Vizcaya whose father, Pierre, funded Bugatti to start his company, competed in the 1925 Targa Florio driving a Type 35. A similar example won overall Bugatti was a force to be reckoned with on the Targa Florio and in 1927 Emilio Materassi scored another win for the young car maker in the Type 35C ew racing cars reach truly iconic than stellar. Thanks to Ettore Bugatti the fact the entry price for ownership original design intention and considerable Dick Crosthwaite and toolmaker and these big Bugatti train posters. They had status, and fewer still gain kudos insisting on the use of an unproven of an original is well north of £1 million, engineering capabilities, beyond the restoration engineer John Gardiner, a big stack of them on the floor in the beyond motorsport dilettantes. tyre, developed by Dunlop to his own with ‘good’ cars fetching in excess of skills of the average restoration outfit. the company began as a specialist in stores.’ The posters in question feature a The Ferrari 250 GTO and Ford design to specifically work with the car’s £4 million. There are of course replicas, Although Bugattis only account Bugatti parts. Over the years it branched Bugatti Type 57 racing a Bugatti styled FGT40 are two such cars, but at the top novel, two-piece cast aluminium wheels, some of which are eligible to race but for a small percentage of C&G’s work out into other marques and established train, and now fetch well over £1000 each. of the pile sits the Bugatti Type 35 (and all five cars entered had trouble. One for the purposes of this article, we will these days, the company has decades an expertise in the restoration and Alas, the days of picking up NOS variants of), its horseshoe grill and red retired, one crashed and only two of the concentrate on the factory-built cars. of experience from which it can draw. recreation of components likely parts are long gone and for decades, emblem often eliciting recognition even remaining three were classified in the 11 Founded in the 1960s by Bugatti racer unmatched anywhere in the world. C&G has produced many components in those unfamiliar with racing cars. finishers, in seventh and eighth place. Complexity of nature Ollie, Dick’s son, took charge of day-to- for Bugattis of all types, as well as those However, they are likely unaware Following a switch to conventional ‘They are complicated cars, there’s no day operation at the company in 2009. He for other historic cars. The company can that the Type 35 is arguably the rubber supplied by Michelin, the doubt about it,’ says Ollie Crosthwaite of had previously trained as a tool maker and manufacture all-new Coventry Climax most successful racing car of all time, car’s fortunes improved rapidly. Over long time Bugatti specialists Crosthwaite worked as an aircraft mechanic, servicing engines as well as rarities such as blocks eclipsing even the Porsche 911 if one the following five years, the Type and Gardiner. As a result, originality is the Crunchy Flying Circus’ aircraft, for Ferrari and Alfa Romeo Grand Prix cars. considers the time span over which 35 and its derivatives would claim a highly prized. It was not uncommon The Type 35 and its before returning to the family business In the past this work was undertaken it competed. Between 1924 and plethora of victories across Europe, for cars to be bastardised. If an engine derivatives would claim via a stint on an historic race team. on manual machines, but the company 1930 the model secured more than in Grand Prix and hill climb events. broke, there was no guarantee it would In years gone by, the company held sold off many of its specialist tools, such as 2000 race victories, and amassed 351 Overall, around 400 of the type be replaced with an original unit, or even a plethora of victories a considerable supply of new old stock crank production lathes and cam grinders. wins in the first two years alone. were constructed, and a large one from Bugatti. This complexity also parts, purchased from the Bugatti factory It now relies on Haas CNC centres and However, the Type 35’s debut, at proportion remain in existence today means their upkeep is not the work of across Europe in Grand in Molsheim. ‘Dad used to go to the a pair of Matsura five-axis machines, the 1924 Grand Prix de l’Automobile with a significant number still actively a moment and some parts in particular factory to buy parts in the 70’s,’ recalls one of which can accommodate Club de France staged in Lyon, was less competing in historic racing. This despite require an in-depth understanding of the Prix and hill climb events Crosthwaite. ‘They’d wrap them up in 850mm billets weighing up to 500kg.

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12-16_RCE_Bugatti-acbsAC2_convertedACBS.indd 12 12/11/2020 17:25 12-16_RCE_Bugatti-acbsAC2_convertedACBS.indd 13 12/11/2020 17:26 TI TYPE 35

The Type 35B competed in Grands Prix in hen it comes to the 1920s and it remains the archetypal high camshafts and rocers performance car of the time modern metallury maes new items more reliable than oriinals

The attention to detail on parts they C&G manufactures new cranks, liners can be fi tted but Crosthwaite states produce is impressive. Take for example previously using its own forgings for emphatically, ‘if they go there, its dead.’ a Bugatti light bracket. In period, these each section but now simply starting However, blocks were never numbered. were forged or cast. Today, they are from billet. In the past, production this ‘[Original] Bugatti parts are only really produced by CNC machining, but the entailed many diff erent turning and valuable when they’re numbered,’ says surface fi nish replicates the original. milling operations on manual machines, Crosthwaite. ‘The crankcase and sump made more complex by the fact the have the chassis number and engine aterial train journals are case hardened. Now, the number, as does the cam box, but not It is the Type 35’s engine that best entire process can be completed on the blocks. As the block is machined illustrates the complexity of their a single fi ve-axis machining centre. on every face, you’d be hard pressed construction. With the exception of It takes the company around three to tell a new block from an old one.’ the 4-cylinder equipped Type 37 (a weeks to build a crank from scratch. Advances in materials technology development of the 35) all the cars The cylinder blocks are another case have also paid dividends when it featured a straight eight, with the majority in point. Head gasket technology was comes to reliability of the valve train in of competition versions running roller far from advanced in the 1930s so, much the straight-8. The cam is gear driven bearing cranks. ‘If you bought a 35T, or 37, like Miller with his Indy engines, Bugatti with bevel gears and Crosthwaite you got the boy’s model, with a 4-cylinder, opted for a one-piece block and head. says the drive is generally reliable solid front axle, and wire wheels,’ explains Although metallurgy has moved on since as long as you keep an eye on wear, Crosthwaite. ‘They were expensive toys the 20s, the casting process for new particularly on the skew gears. and if you had the money, it was hollow blocks is still challenging as it is very fi ne When it comes to the camshaft front axle, alloy wheels and the eight- and with modern health and safety, some and rockers, modern metallurgy and cylinder and a roller bearing crank.’ of what’s needed to get the metal to run manufacturing techniques make new The construction of the crankshaft well isn’t allowed. C&G doesn’t currently items far more reliable than the originals. highlights the intricate nature of the produce blocks as there is already a ‘We can make the cams and rocker fi ngers engine. Constructed from eight sections, supplier in Germany and Crosthwaite last a lot longer now,’ says Crosthwaite. ‘We in two main halves, each throw is located notes there is not much point in two have better materials and heat treatments by means of a taper and cotter pin. companies vying for what is a relatively and we probably know a lot more about ‘The angle you grind on the cotter pin small market. However, he does propose surface fi nishing than they did in the 20s.’ is how you line the sections up as you that in time, additive manufacturing may Beyond straight improvements in assemble it,’ points out Crosthwaite. provide a viable alternative to casting. materials or manufacturing methods, The two main crank sections are When the blocks do fail, it tends to there are areas where the performance joined by a tapered fi t and keyway. be between cylinders two and three; of the engines can be subtly improved,

14 Historic Racing • Racecar Engineering

1 Historic Racing • Racecar Engineering

12-16_RCE_Bugatti-acbsAC2_convertedACBS.indd 14 12/11/2020 17:27 TI TYPE 35

The Type 35B had its first Grand Prix victory at Monaco in 1929 in the hands of W Williams after a duel with Rudolph Caracciola’s Mercedes

The attention to detail on parts they C&G manufactures new cranks, liners can be fi tted but Crosthwaite states for example the superchargers. C&G better these days, as long as you keep the blanks and heat treat them. There produce is impressive. Take for example previously using its own forgings for emphatically, ‘if they go there, its dead.’ manufacturers completely new an eye on the methanol mixing with are some refinements possible to the a Bugatti light bracket. In period, these each section but now simply starting However, blocks were never numbered. supercharger units that are slightly the oil and not letting it break down.’ gear profile and surface finish, but driver were forged or cast. Today, they are from billet. In the past, production this ‘[Original] Bugatti parts are only really improved over the original parts. Despite the inherent resilience of quality can make a difference. ‘It’s a crash produced by CNC machining, but the entailed many diff erent turning and valuable when they’re numbered,’ says The original blower rotors are a the originals, Crosthwaite says it is not box and if you put a bad driver in the surface fi nish replicates the original. milling operations on manual machines, Crosthwaite. ‘The crankcase and sump three-lobe design, but C&G’s use a uncommon for the company to supply car, you’re going to need a set of gears made more complex by the fact the have the chassis number and engine two-lobe rotor, similar to those found entirely new engines, either fully built or pretty quickly,’ says Crosthwaite bluntly. aterial train journals are case hardened. Now, the number, as does the cam box, but not on later Type 57 cars. ‘They didn’t quite in kit form. ‘A usual thing would be for a A company called Brineton It is the Type 35’s engine that best entire process can be completed on the blocks. As the block is machined get the profile right and there are customer with a very original car that they Engineering does offer for the Type 35 illustrates the complexity of their a single fi ve-axis machining centre. on every face, you’d be hard pressed parts where the clearance changes,’ still want to race,’ he says. ‘They may be a dogbox conversion which is highly construction. With the exception of It takes the company around three to tell a new block from an old one.’ explains Crosthwaite. ‘Ours have a due a rebuild and have an original engine rated, though not commonly seen in the 4-cylinder equipped Type 37 (a weeks to build a crank from scratch. Advances in materials technology different profile and a constant gap with some new parts already fitted, competition, as a lot of Bugatti racing development of the 35) all the cars The cylinder blocks are another case have also paid dividends when it [between the rotor and housing]. but still have the original parts as well. customers prefer to maintain authenticity. featured a straight eight, with the majority in point. Head gasket technology was comes to reliability of the valve train in They’re just a bit more efficient.’ They will build up the old engine with of competition versions running roller far from advanced in the 1930s so, much the straight-8. The cam is gear driven Overall, the engines, if looked after, all original parts, put it to one side, then Simplicity in frame bearing cranks. ‘If you bought a 35T, or 37, like Miller with his Indy engines, Bugatti with bevel gears and Crosthwaite are generally reliable. ‘You want to race the new engine and not be scared By the standards of a modern racecar the you got the boy’s model, with a 4-cylinder, opted for a one-piece block and head. says the drive is generally reliable take a look at the crank now and of putting a rod through the crankcase.’ Bugatti chassis is beautifully simple, but solid front axle, and wire wheels,’ explains Although metallurgy has moved on since as long as you keep an eye on wear, again, keep an eye on the rollers,’ notes If an original motor has been compared to its peers it was an advanced Crosthwaite. ‘They were expensive toys the 20s, the casting process for new particularly on the skew gears. Croswthwaite. ‘You also need to change damaged, there is still a case for repairing design. It features two stressed channel and if you had the money, it was hollow blocks is still challenging as it is very fi ne When it comes to the camshaft the oil regularly. The oil is so much even catastrophic damage. However, sections running its full length, with the front axle, alloy wheels and the eight- and with modern health and safety, some and rockers, modern metallurgy and as Crosthwaite explains, repairs can be rails arcing out from behind the engine cylinder and a roller bearing crank.’ of what’s needed to get the metal to run manufacturing techniques make new more expensive than replacement. ‘They compartment to accommodate the body. The construction of the crankshaft well isn’t allowed. C&G doesn’t currently items far more reliable than the originals. don’t call it restoration, these days it’s Various cross members span between highlights the intricate nature of the produce blocks as there is already a ‘We can make the cams and rocker fi ngers ‘It’s a crash box and if you conservation and if you’re conserving an these main sections and at the front, engine. Constructed from eight sections, supplier in Germany and Crosthwaite last a lot longer now,’ says Crosthwaite. ‘We engine, it can get really expensive,’ he says. the engine is rigidly mounted while in two main halves, each throw is located notes there is not much point in two have better materials and heat treatments put in a bad driver you The gearboxes are relatively two cross members behind the engine by means of a taper and cotter pin. companies vying for what is a relatively and we probably know a lot more about conventional, a four-speed, crash unit, support the transmission. ‘You want ‘The angle you grind on the cotter pin small market. However, he does propose surface fi nishing than they did in the 20s.’ are going to need a set but gear wear is high. Again, C&G used to to make sure before you build a car is how you line the sections up as you that in time, additive manufacturing may Beyond straight improvements in undertake the entire gear manufacturing that you straighten the chassis on a jig, assemble it,’ points out Crosthwaite. provide a viable alternative to casting. materials or manufacturing methods, of gears pretty quickly’ process in house, but now it is more because most if not all of them have The two main crank sections are When the blocks do fail, it tends to there are areas where the performance cost effective to subcontract out the had an accident,’ says Crosthwaite. joined by a tapered fi t and keyway. be between cylinders two and three; of the engines can be subtly improved, Ollie Crosthwaite cutting work, though they still produce ‘They’ve just been around a long time

Racecar Engineering • Historic Racing 15

1 Historic Racing • Racecar Engineering Racecar Engineering • Historic Racing 15

12-16_RCE_Bugatti-acbsAC2_convertedACBS.indd 14 12/11/2020 17:27 12-16_RCE_Bugatti-acbsAC2_convertedACBS.indd 15 12/11/2020 17:27 BUGATTI TYPE 35

The Type 35 was built on a simple spaceframe with crossmembers that added stiffness although the bodywork was wired into place due to movement

and in their day were an expensive car rim not only reduced unsprung weight, Bugatti knew that the to repair, so you certainly need to make but also allowed for (relatively) rapid sure the chassis is straight and square.’ changing of the brake shoes during a chassis was flexible and A unique feature of the Type 35 is pitstop. The wheels are one of the most the front axle, a patented Bugatti design common parts C&G supplies. ‘The market that the bodywork could which is of hollow construction with the for wheels is still very strong,’ observes front leaf springs passing through two Crosthwaite. ‘Wheels do crack and people not be rigidly attached holes, forged through the case-hardened are very conscious of [having] safe wheels.’ nickel chrome steel. The springs are At the rear, the car features a two- located in place by upper and lower piece, cast aluminium differential casing, wedges, the top wedge being adjustable with semi-floating halfshafts in steel axle to allow for changes in castor angle. tubes. The rear axle assembly is located by Crosthwaite notes replacement is not Damping is somewhat rudimentary the springs to the rear and a pair of radius entirely straight forward. ‘Getting the relying on a relatively complex friction rods running forwards. A torque arm also shape right can be quite hard, but even shock absorber, featuring a steel bolts to the left side of the differential then, the hard bit is making sure the shoe pressing against a liner within a housing, fixed to one of the chassis cross louvres are correct,’ he says. ‘That, and bronze drum; keeping these working members. Impressively, the axle tubes every body is different in its own way.’ smoothly is a constant battle for racers. are machined from solid steel billets. Overall, though the Type 35 and When coupled with the semi-elliptical The bodywork is all aluminium, its descendants may have acquired suspension springs, poorly adjusted made in nine sections, with each section significant value over the years, they dampers can lead to a jarring ride. secured by screws. Bugatti knew that the can be raced. Admittedly, their bespoke chassis was flexible as he had designed racecar pedigree can hold its challenges. Innovative thinking it that way and as such, also recognised ‘You don’t work on Bugattis without a One of the Type 35’s signature features that the bodywork could not be rigidly lathe and a mill,’ points out Crosthwaite. are the spoke, cast alloy wheels, which attached. Instead, each screw sits in a ‘It’s different to, say, running a Jaguar E also incorporate the brake drums. The brass ferrule, larger than the screw’s type, where you just need a big toolbox. wheels are a beaded edge design, with diameter, allowing for a degree of A guy with a Bugatti has a smaller toolbox a detachable outer rim held in placed by movement. To prevent the screws working and machine tools. It’s a different sort car.’ 6mm, countersunk screws. The bead on their way out (they are not done up tight) However, when it comes to running the edge of the tyre fits into a ‘clincher’, each panel’s screws are wired together. them, provided everything is within specs which the tyre locks into when inflated. Bodywork is of course, the first they are reliable and, in the right hands, The use of a combined brake drum and casualty in any racing incident and here, as competitive now as in period.

16 Historic Racing • Racecar Engineering

12-16_RCE_Bugatti-acbsAC2_convertedACBS.indd 16 12/11/2020 17:27 Our Ourpassion passion is isclassic classic competi competition ti carson cars

1968 PORSCHE 908/K WORKS COUPE 1973 PORSCHE 911 CARRERA 2.8 RSR (908 010) (911 360 0756) P.O.A. P.O.A. • One of ﬁ ve Short-Tail coupe 908s • One of just 55 RSR 2.8-liter built • Porsche team entry at the 1968 Spa 1000km • 4th OA at 12 hrs of sebring 1973 • Raced by Vic Elford and Jochen Neerpasch • All numbers correct and original • Original factory chassis & fresh factory engine • On-the-button and with current FIA HTP • Immaculate and stunning • Well documented with factory delivery note

1974 Lotus 76/1-JPS9 2006 Aston Martin DBR9 GT1 (DBR9/9) Ex-Ronnie Peterson in iconic and stunning JPS livery. Fresh and race-ready One of only 10 built. Freshly serviced with good spares and running tools. for Masters Historic F1 and Monaco Historic Grand Prix 2021. P.O.A. Eligible for Peter Auto & Masters Endurance Legends. P.O.A.

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1979 BMW M1 Procar (4301016) 1982 ex-Keke Rosberg World Championship Williams FW08-1 Ex-Walter Wolf & Schnitzer M1 Procar. 100% race-ready with fresh engine & The FW08 prototype which contributed 10 points to Keke’s World 1973 Porsche 911 Carrera 2.8 RSR (9113600756) 2007 Porsche 997 GT3 RSR gearbox.Genuine 2019and stunning. FIA HTP. Continuous, Ready for 2020well documented season. P.O.A history with no OneChampionship of only 98 built ti intle. total Totally (2007 race-readyto 2012). As new,with ingood beautiful spares. original P.O.A “stories”. On-the-button with current FIA HTP. Blue-chip! P.O.A. condition and full matching numbers. 100% race-ready with spares. P.O.A.

1967 Porsche 911S 1966 Alfa Romeo Giulia Sprint GTA (#613875) Last1959 911 Cooper SWB model Climax year. PeriodT49 Monaco race prepared. (CM-6-59) Matching numbers, 4 Genuine, 1965well known Alfa andRomeo fully sorted Giulia 1600 Sprint GTA GTAprepared (#613875) by Andy Wolfe. One of 8 factoryowners cars. and , Well in wonderful known and original fully condition sorted. Ex-Stiwith 1st rling paint. Moss P.O.A. with Genuine, Currentwell known FIA HTP and and fully good sorted spares , 1600 package. GTA prepared EUR 295,000 by Andy Wolfe. excellent history from new. FIA HTP and good spares. P.O.A. Current FIA HTP and good spares package. EUR 295,000 We have a wider variety of great cars for sale. Please call or visit our web-site for more information. We have a wider varietywww.rmd.be of great – [email protected] for sale. Please – +32 call(0) 475 or 422visit 790 our – Schoten,web-site Belgium for more informati on. www.rmd.be - [email protected] - +32 (0) 475 422 790 - Schoten, Belgium

RMD FP HRCE.indd 1 12/11/2020 12:35

I-312966.indd 1 11/03/2020 16:16 RACE PREPARATION

Two of Bentley’s 2003 EXP Speed 8s reside at Progressive Motorsport, one that completed much of the testing and ran at the Le Mans Test day, and this example that finished second overall entley otors entley Crack testing

Buying classic racing cars and spare parts is not a guarantee that they all wor Racecar Engineering loos at the pitfalls and solutions By Lawrence Butcher

18 Historic Racing • Racecar Engineering

18-24_RCE_NDT testing-ACBS.indd 18 12/11/2020 17:29 RACE PREPARATION

t may seem obvious, but historic racecars, as the name suggests, are old. Even the most recent machinery, found in series such as Two of Bentley’s 2003 EXP Speed 8s Ithe Masters Endurance Legends, are reside at Progressive Motorsport, one well past their planned service lives, and that completed much of the testing and ran at the Le Mans Test day, and this they were never built with longevity example that finished second overall in mind. So how can it be deduced if such cars are in a fit state to race? The answer is through a combination of meticulous preparation, preventative maintenance and NDT testing, the latter being the subject of this feature. The simple fact is that a component may look fine on visual inspection but can hide potentially catastrophic flaws. This can be true even for parts that are NOS, and those that have already been subjected to the heat of competition. As Howden Haynes, former Audi Sport and Bentley Engineer, now technical director at specialists Progressive Motorsport points out; ‘new means it’s just been made, not something that has been sat in a box since 1982.’ Phil Cooper, of motorsport NDT specialists Comptech, flags up the example of a new wheel (illustrated) which failed on an installation lap, fresh out of its box. Occurrences like this serve to highlight the good sense in having safety critical, highly stressed components checked as a matter of course. There are a variety of processes that can be employed for NDT assessment of historic cars, which can be generally broken down into methods for metal and those for composites. Which process is

Testing original parts can save money in the long run, if only in underpants entley otors entley

There are a variety of Crack testing processes that can be employed for NDT assessment Buying classic racing cars and spare parts is not a guarantee that they all of historic cars, generally wor Racecar Engineering loos at the pitfalls and solutions broken down into methods for By Lawrence Butcher metal and for composites

Racecar Engineering • Historic Racing 19

18 Historic Racing • Racecar Engineering Racecar Engineering • Historic Racing 19

18-24_RCE_NDT testing-ACBS.indd 18 12/11/2020 17:29 18-24_RCE_NDT testing-ACBS.indd 19 12/11/2020 17:29 RACE PREPARATION

Dye-penetrant testing is generally utilised on aluminium and magnesium components

used depends on the part in question and the particular material, with composites requiring a more nuanced approach.

Air force Magnetic particle inspection (MPI), generally referred to as Magnafluxing, is well-known as a means of checking Dyes can be used and under UV light show up cracks and potential failures in key components for cracks in ferrous metallic parts. The process relies on inducing a strong magnetic field around a part that is coated in a fluid containing ferrous particles in suspension. If there is a crack or void in the part, the magnetic field ‘leaks’ as air cannot support the same strength of field by volume as metal. Particles are attracted to these areas of flux leak, highlighting any flaws and are mixed with a pigment to make them fluoresce under UV light. Magnafluxing is generally undertaken on a dedicated test bench that has an induction coil and a pair of magnetic heads. Whether the coil or heads are used depends on the geometry of the part being tested, owing to the orientation of the magnetic fields generated. For example, cracks running longitudinally along a shaft will not show up when placed in the coil, as Parts need to be the magnetic field of the coil runs inspected be they perpendicular to coil windings. metallic or carbon For non-ferrous parts, dye-penetrant and different testing can be used for crack checking, so processes are required for each long as its limitations are acknowledged. of the materials, A part to be checked is coated in a here eddy-current luminescent fluid, then rinsed with the testing process relying on capillary action to draw fluid into any cracks. A developer is less of a problem if they are internal, to a conductive material, for example is applied, which has the effect of but is less than desirable, particularly aluminium or titanium, an eddy current drawing out dye that has settled in on a historic car where appearance can will be induced in the material, generating any cracks, highlighting their presence be important. Fortunately, there are its own magnetic field, which interacts when inspected under UV light. other NDT processes that require greater with the magnetic field of the probe. Dye-penetrant testing is generally operator skill. They can be very useful in If there is a change in thickness, or utilised on aluminium and magnesium the context of NDT testing for motorsport, a void is passed over, the eddy current components. It can be very effective on for example, eddy-current inspection. will either change in amplitude (in the clean parts that do not have any form of case of a thickness shift) or collapse. coating. However if there is a coating in Eddy-current inspection These changes in the eddy current place, for example paint or anodising, this A probe consisting of a wire coil that and its magnetic field are displayed can mask cracks as it blocks the penetrant. generates an oscillating magnetic field via on a monitor, and this is where the In certain circumstances, the dye can an alternating current is connected to an skill of the operator in interpreting leave a permanent stain on parts. That oscilloscope. When the probe is held close the changes comes into play.

20 Historic Racing • Racecar Engineering

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Racecar Engineering • Historic Racing 21

21_HRCE_.indd 21 14/12/2020 13:30 RACE PREPARATION

To the uninitiated, the fluctuations Wheels are in the display would be hard to relate particularly bulky to the properties of a part being and hard to study, although potential inspected. With the probe placed weak points are over a sound area of material, a dot is well known displayed on the screen, representing the magnetic field generated. As the probe is moved over the part and the material properties remain the same, the dot will remain almost static. As the probe reaches the edge of the part or a hole, the dot will change into a loop, due to the magnetic field beginning to collapse. This also occurs when it passes over a crack and a skilled inspector will be able to interpret whether the signature loop is created by cracks while also determining the size and depth of a flaw.

Bulk testing Eddy-current testing is particularly useful because it can see through coatings, meaning you can inspect under anodising, paint or plated finishes. It can effectively be used, for example, on components such as wheels which often have painted or anodised finishes prior to NDT testing. Paint could fill flaws that occur during manufacturing which would not be visible using a dye-penetrant test. However, as eddy-current testing relies on inducing a magnetic field into a part, coatings or paint make no difference. Wheels are also bulky, which can complicate testing using a dye, not simply in terms of fitting them in a tank to ensure proper coating, but because of the area covered by dye. If a whole wheel is covered in luminous dye, much of which is still present even after rinsing, it can be hard to differentiate cracks or flaws from the high level of overall luminosity when placed under UV light. Generally, only small sections of wheels are checked using the eddy current method, as it is very time consuming. A tester will concentrate on highly stressed areas such as the inner and outer edges of the bead, the junctions of the spokes with the wheel centre and rim, and the areas around the bolt holes. Also, although a wheel is unlikely to crack in the main meat of the rim, several passes can also be made with the probe around the circumference of the rim and across Composites its width to pick up potential issues. have changed considerably over Composite tracing the last 20 years as When it comes to composite parts, the technology has improved. Testing NDT becomes more complicated. for classic cars Ultrasonic testing is the best method must recognise for in-depth inspection of composite this point

22 Historic Racing • Racecar Engineering

18-24_RCE_NDT testing-ACBS.indd 22 12/11/2020 17:29 RACE PREPARATION

To the uninitiated, the fluctuations Wheels are in the display would be hard to relate particularly bulky Recommended updates for FIA inspection to the properties of a part being and hard to study, although potential inspected. With the probe placed he FIA’s list of recommended checks should be updated, say and type of construction of the component in question. Ideally, each weak points are over a sound area of material, a dot is well known Comptech and Tour De Force Racing, who added a list of their metallic component should be clearly identified and be indelibly etched displayed on the screen, representing Town checks for the FIA. Modifications to the FIA specification or marked, and the use of the original lifing numbers engraved(in a non- the magnetic field generated. As the highlighted in bold: stressed area) on the part is preferred. probe is moved over the part and the material properties remain the same, The following items of all cars must be checked for structural All composite parts must be presented for inspection with a the dot will remain almost static. integrity and/or corrosion by a non-destructive test: part number and a part specific lot/serial number. It is strongly As the probe reaches the edge of the • Steel suspension wishbones recommended that a transponder tag is also permanently bonded to the part or a hole, the dot will change into a • Carbon fibre suspension wishbones,annual check or 1500 km, parts. These numbers should be referenced in the NDT certificate. loop, due to the magnetic field beginning whichever is sooner to collapse. This also occurs when it passes • Flexures, if separate from wishbones or checked as part of A report/log sheet of all carbon suspension should be kept. All defects over a crack and a skilled inspector will be wishbone check should characterised and added to the log sheet showing position, shape able to interpret whether the signature • Complete steering columns and steering arms regardless of and size. This report must be kept to monitor future growth of defects loop is created by cracks while also material enabling a structural assessment. determining the size and depth of a flaw. • Light-alloy steering components • Light-alloy wheels The test certificate/manufacturer’s declaration must be available to Bulk testing • Suspension rockers and linkages, regardless of material scrutineers on circuit and should be dated no more than 12 months (one Eddy-current testing is particularly • Push/pullrods and bellcranks, regardless of material calendar year) previous to the date of presentation. useful because it can see through • Wheel hubs/spindles, wheel nuts coatings, meaning you can inspect under • Suspension uprights, whether cast or fabricated The tests must be carried out with reference to one or another of the anodising, paint or plated finishes. It • Suspension mounting brackets or plates, including complete rear following standards: can effectively be used, for example, on impact structure where this constitutes a suspension mount Visual inspection components such as wheels which often • Front wing mounting points, hangers/pylons and attachment/bond BSEN 970:1997 (or current edition or equivalent standard recognised by have painted or anodised finishes prior to nose the ASN of the applicant) to NDT testing. Paint could fill flaws that • Rear wing inserts for hangers or mounts and bond check, including occur during manufacturing which would the complete rear impact structure where this constitutes a rear Penetration flaw detection not be visible using a dye-penetrant test. wing mount BSEN 571-1:1997 (or current edition or equivalent standard recognised However, as eddy-current testing relies • Rear wing endplates by the ASN of the applicant) on inducing a magnetic field into a part, • Brake pedal coatings or paint make no difference. • Brake pedal balance bar Magnetic particle flaw detection Wheels are also bulky, which can • Carbon chassis, specifically nose mounts points and nose pins BS 6072:1981 (or current edition or equivalent standard recognised by complicate testing using a dye, not (primary safety structure), suspension pick-up points, seat belt the ASN of the applicant) simply in terms of fitting them in a tank mounts/inserts, engine mounts? (suggest a 3000 km testing to ensure proper coating, but because interval) X-ray flaw detection of the area covered by dye. If a whole BSEN 1435:1997 (or current edition or equivalent standard recognised wheel is covered in luminous dye, much It is strongly recommended that similar inspections should be carried by the ASN of the applicant) of which is still present even after rinsing, out on components that are vital to the integrity of the car but which may it can be hard to differentiate cracks not be contained in the list above. Eddy-current Inspection or flaws from the high level of overall Relevant BSEN luminosity when placed under UV light. New parts that are not fabricated – that is, machined from billet Generally, only small sections of where the billet is supplied with a certificate of conformity to an Ultrasonic inspection wheels are checked using the eddy acceptable specification – are excluded until a year old. New parts that As there are no agreed standards for motorsport composites, it is current method, as it is very time are fabricated – as in welded – must have penetration flaw detection recommended that all ultrasonic inspection is carried out by a person consuming. A tester will concentrate on performed as a minimum to test the integrity of welds. who is competent and familiar with structural motorsport composites. highly stressed areas such as the inner and All defects should be characterised using a 2/5 mm flat-bottom hole outer edges of the bead, the junctions of All of the above components (including, to avoid doubt, spare parts) reflector. A suitable technique and procedure will be made available for the spokes with the wheel centre and rim, must be tested and certified using methods appropriate to the material scrutiny as required. and the areas around the bolt holes. Also, although a wheel is unlikely to crack in the main meat of the rim, several passes can also be made with the probe around parts and relies on time-of-flight reference material samples, a survey of around sections of chassis where the circumference of the rim and across measurement of ultrasonic waves a part’s make-up can be conducted. bulkheads meet. Only by having a proper Composites its width to pick up potential issues. have changed emitted through a component. A comprehensive grasp of both understanding of these complexities considerably over A probe is passed over the surface NDT procedures and also composite can their soundness be assessed. Composite tracing the last 20 years as of a component, and if there is a construction methods is required for This is further complicated in the case When it comes to composite parts, the technology has delamination of the composite plies an inspector to make an informed of historic racers, owing to the fact that improved. Testing NDT becomes more complicated. the return signal will be different from judgement on the condition of a the construction of composite chassis for classic cars Ultrasonic testing is the best method must recognise where the material is fully consolidated. part. Some composite layups can be and components has evolved over the for in-depth inspection of composite this point By characterising these signals, using exceptionally complex, for example years. The lay-up methods used for a car

Racecar Engineering • Historic Racing 23

22 Historic Racing • Racecar Engineering Racecar Engineering • Historic Racing 23

18-24_RCE_NDT testing-ACBS.indd 22 12/11/2020 17:29 18-24_RCE_NDT testing-ACBS.indd 23 12/11/2020 17:29 RACE PREPARATION The Bentley steering rack

The lay-up methods used for a car built in the 1980s will be quite different from one constructed in the 2000s

Flat out at Le Mans still means more than 200mph even in classics such as the Bentley Speed 8 built in the 1980s will be quite different from one constructed in the 2000s. In hese illustrations here are a prime example of why NDT testing can prove invaluable from some cases, older composite cars can a safety perspective. They show the steering rack from a 2003 Bentley Speed 8 LM P900, be much easier to inspect, as they used Tcurrently in the charge of Progressive Motorsport. Inspection of the parts immediately flagged simpler layups which are easier to define, up that failure was imminent due to cracks propagating at the roots of many of the teeth. without the added complication of Howden Haynes, having worked on the cars in period, was aware this could be an area of concern. mixed composite materials and inserts. ‘We knew straight away that we had to check the racks, because it was an issue I knew of,’ he says. ‘It’s not a commercial thing for use, checking areas like this, it is because I’ve seen what happens Change culture when things fail.’ In the case of the Bentley, the solution was to produce new steering racks, although The FIA’s Appendix K, the specific that was an expensive option. ‘For the owner, they’ve just spent a lot of money on the car and it’s a regulations for historic racing, covers tough pill to swallow to have to have something like the steering rack re-engineered,’ he says. inspection of structural parts (Appendix With the Bentley tub, Progressive had them ultrasonic tested. ‘There wasn’t anything major,’ III) and the repair of composite parts. This confirms Haynes. ‘Just some small areas of delamination, that sort of thing, and then it was a case of recognises the fact that in the past the deciding the best way to repair it, for example, with a glue injection or localised repair to the carbon.’ only checking of parts for competition use was a visual inspection by scrutineers. While that would pick up any major not be underestimated. It is particularly defects, it would be impossible to spot important to note that the machines Having a blanket problems such as fatigue cracks starting built in the era of computer-based finite in safety-critical parts. As such, it specifies element analysis, where more accurate requirement to check some basic items that must be subject stress calculations allowed for a lower to crack testing on a regular basis. safety factor on the sizing of parts, need every part, in the way a Cooper, who deals with a host of to be treated with considerably more modern F1 team would, both historic and contemporary racing caution than their more substantial, machinery along with one of his clients, older relatives. While NDT inspection may would price many racers Matt Faulks, MD at historic racing add unwanted cost to already stretched specialists Tour De Force Racing, both felt budgets, it could well represent the out of the market that Appendix K is somewhat ambiguous difference between nipping an issue in in terms of specifying what must be the bud, and a catastrophic accident. checked on a composite chassis car. For example, parts such as crash structures are not subject to compulsory testing. However, they both recognise that having a blanket requirement to check every part, in the way a modern F1 team would, would price many racers out of the market, so a balance needs to be struck between cost and safety. With this in mind, they created an amended list of requirements and have supplied it to the FIA, though the sanctioning body has yet to provide a response (see box-out p23). It remains a fact that NDT testing is not something that crosses many racers mind. However, with a greater quantity of modern machinery taking to the track once again, run by much smaller outfits than in period, its importance should Still a favourite among many Le Mans fans, the Bentley Speed 8 took victory at Le Mans in 2003 24 Historic Racing • Racecar Engineering

24 Historic Racing • Racecar Engineering

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25_HRCE_.indd 25 14/12/2020 13:28 CLIMAX ENGINES Diversity rules Formed at the turn of the last century to cater for the needs of defence and the fire brigade, Coventry Climax accidentally arrived on the racing scene in the 1950s By Lawrence Butcher

The Lotus 32B was powered by a Coventry Climax FPF 2.5 litre engine. Modern day versions of the same engine are probably more reliable and more powerful than in period

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ong before Cosworth famously company prior to the 1950s. Originally it the engine, and it was already involved started to provide engines for was founded as Lee Stroyer in 1903, a joint in the development of a bespoke race customer and factory race cars, venture between Horace Pelham Lee and engine, the FPE (see sidebar), but after Coventry Climax was the go-to Danish born Jens Stroyer. Following the some encouragement from constructors Lcompany for those needing a plug and departure of the Dane in 1905 it became (including Cyril Keift, who bought a Diversity rules play racing engine. From diminutive Coventry Simplex under the ownership of government surplus fire pump unit in sub-1000cc units to screaming V8s, Pelham Lee. The company manufactured 1953 for use in the Keift 1100 sportscar), it produced a myriad of engines, but a range of light car and tractor engines, Hassan, along with Leonard Lee (MD of Formed at the turn of the last century to cater for the needs of here we will concentrate on two of its including those used by Shackleton’s Coventry Climax) saw there was potential defence and the fire brigade, Coventry Climax accidentally 4-cylinder offerings, the FW series and trans Antarctic Expedition of 1914. for a move into the racing market. the FPA, the two engines that helped In 1919, having spent the first war The first FWA engine (Feather Weight arrived on the racing scene in the 1950s the brand into motor racing lore. manufacturing generator sets for Automotive) was under development That Coventry Climax became a searchlights, Pelham Lee purchased by the end of 1953. Work was done on By Lawrence Butcher byword for post-war racing engines may another company, Johnson & Smith the porting and valve train, the capacity seem surprising given the history of the Ltd, and changed its name to Coventry was upped to 1097cc (to suit the 1100cc Climax Engines. The old company would racing class) and a pair of SU carburettors continue under separate management were fitted. The upgrades meant that the while the newly formed Coventry Climax first FWA’s were good for 71 bhp at 6000 went from strength to strength. rpm and the first of four prototypes was Through the 1920s, production of used by Keift at Le Mans in 1954 (the car car engines continued, supplying firms dropped out with a differential failure). such as Morgan, Crossley and Triumph, The engine went on to be developed but the financial strains of the early 30s through various iterations, with capacities saw the company diversify into more up to 1.5 litres and as low as 750cc (for industrial applications, including water- the class that ran to that capacity at Le pumping equipment. It was this move Mans), culminating in the 1-litre FWG that laid the surprising foundations for for Formula 2 which revved to 9000 some of its best known racing engines. rpm and made just shy of 100 bhp. Following the Second World War, the key personalities of Walter Hassan The FWE (Chief Engineer and Technical director) More FWEs were produced than any and Harry Mundy (chief designer) joined other, specifically for Lotus to use in its the company. One of their first projects Elite. With a capacity of 1216 cc (though was the ‘FW’ engine, FW standing for generally referred to as the 1220) in road Feather Weight, which was developed going trim, the engine featured a single in response to a government tender SU carburettor and produced 70 bhp at for a lightweight fire pump engine. 6000 rpm. However, in racing tune it had That tender was for a pump capable of considerably more pep. Chris Tolman, of delivering double the volume of water Tolman Motorsport, has been working of the then current units, but weigh half with FWs, and FWEs in particular for many as much. The engine Climax developed years, and the company has developed easily met the government requirement the engine extensively in pursuit of both of producing 35 bhp at 3,500 rpm, reliability and performance. ‘It actually in fact putting out 38 bhp, and the all started with one client, who raced an company was awarded the contract. Elite,’ says Tolman. ‘He was an engineer The FW was never intended for and had done extensive work on the automotive use, never mind racing, but engines in the past, including with Brian when it was displayed at the Earls Court Hart. He approached us explaining how Motor show in 1953 its high power they had been handling the engines, to weight ratio attracted admiring explained why they would break and glances from the racing fraternity. This asked us what we would do to fix it.’ was not surprising, the engine had an Going back to engineering first alloy block and head, OHC and even in principles, Tolman and his engineers industrial trim, a useful power output. quickly realised one of the most pressing Climax didn’t have any racing plans for problems was the cylinder heads breaking

The first FWA’s were good for 71 bhp at The Lotus 32B was powered by a Coventry Climax FPF 2.5 6000 rpm and the first of four prototypes litre engine. Modern day versions of the same engine are probably more reliable and more powerful than in period was used by Keift at Le Mans in 1954

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where the dynamo attached. ‘The first studs are actually fantastic,’ says Tolman. thing we noticed was that there was ‘Yet people were taking the existing Tolman and his engineers The FPE a counterbore machining for studs, so bearing caps out and ‘strengthening’ we put a radius in there,’ notes Tolman. the bottom end with a plate and cap quickly realised one of the oventry Climax decided to enter ‘Then we realised that nothing really head bolts. So instead of machining off most pressing problems was the race engine market in 1952 lined up properly, so [put] everything the cast alloy caps and putting in a steel Cfollowing approaches from HMW, [on a coordinate measuring machine] plate, we’ve remade the centre main the cylinder heads breaking Cooper and Connaught at that year’s and made up new brackets that didn’t caps in 7075 aluminium, which works Motor Show. It started development put any preload on any of the fasteners.’ in conjunction with a stress plate, and where the dynamo attached of the FPE, a 2.5 litre engine intended Another perennial issue was oil leaks, that makes for a really strong engine.’ to suit upcoming rule changes for the which were cured by having all of the Another area that has come in for 1954 Formula One season. Ultimately, various fasteners remanufactured to Tolman’s attention is the cam carrier, however, the engine would never be much higher standards than the originals, and the company has produced its own years of machining blocks and heads, used in anger. curing these issues at a reasonable price. fiver bearing aluminium production to you end up having to shim the cam Designed by Hassan and Mundy, the Various traditional modifications to replace the cast iron original. ‘That helps carrier higher and higher under each of FPE was of all alloy construction, with the engines also proved to be somewhat a lot with things like the stack height of the bolts. I didn’t like the original cast twin overhead cams on each cylinder wide of the mark. ‘The blocks, being a the cam, because the cam chain tension iron [cam carrier] and it used to twist, bank. An interesting feature was that it post-war, aluminium casting, are not is a function of where the cylinder head so we have made an aluminium carrier, used the same casting pattern for the great, but that said, the main bearing and cam carrier sit,’ says Tolman. ‘Over which is thicker than needed and which cylinder heads, with a ‘front’ cast at both is then machined to the correct height ends of each head, the unused portion during the build. That has also saved machined off later. The engine also had about 30% on friction, because it is The Lotus Elite featured the Climax FW engine and was one of the reasons the engine was so prolific an impressive ‘zero backlash’ gear drive aluminium with a steel bucket follower, for the camshafts, where the gears were rather than cast iron and cast iron.’ with a little 1200 Climax than any of initially designed with larger capacities machined, hardened and then ground to The company has developed three the big engines. In that respect, it’s a in mind) and in late 1958, a redesign was very tight tolerances. different piston versions: a replica pretty horrible engine and we’ve broken undertaken to create a 2.5 litre engine, Unfortunately, reliability was elusive, of the original design, a variation driveshafts on the dyno before.’ which went on to considerable success with initial problems centering around with cutouts for larger valves and with Jack Brabham winning that year’s the valve train, although a number of an intruder variant, the latter being The FPF world championship in a Cooper-Climax. piston failures were also experienced. intended specifically for race engines As noted in the sidebar, Coventry Climax Though externally similar to the It would not be until 1955 that the FPE to allow fine tuning of compression was already working on a bespoke, its smaller predecessors, the 2.5 was was running reliably on the dyno, and ratio. ‘That also gives really good squish V8 racing engine in 1952, but while quite different internally, most notably it certainly made impressive power and a good burn,’ notes Tolman. development of that stalled, it spawned due to the use of a four-bolt steel figures. However, by the time it was Tolman highlights that it what would be one of the companies main cap design, rather than the cast nearing being competition ready, the has concocted an engine build most successful racing products, the FPF aluminium, two-bolt system used on company’s four-cylinder engines were specification to suit restrictive FIA inline-four. Designed by Harry Mundy earlier engines. The result was an engine proving popular with racers and the historic racing regulations, which has (who actually left the company in 1955 that produced 220 bhp in initial trim, project was sidelined. This was not the great attention paid to areas such having completed the design, only to rising to nearer 250 bhp in later variants. end though as in 1966, the development as the camshaft grind, and general return in 1963), it saw service in a host The engine would be stretched to 2.7 engine was purchased privately, bored finessing of the combustion process. of Grand Prix and sportscar machinery litres for use by Brabham in a Cooper out to 3.0 litres, fitted with a Tecalimit Due to the FIA demands regarding through the late-50s and 1960s. at Indianapolis while a 1.5 litre variant Jackson fuel injection system and raced originality, he points out that these Originally utilising the cylinder was developed when the Formula One at Silverstone housed in a converted engines must also retain a completely head design of the FPE, it was a twin- rules switched to that capacity in 1961. Shannon Formula 3 chassis. mechanical distributor system. ‘We always cam, OHV, I4, again, all alloy in its Specialists Crosthwaite and Gardiner, run electronic ignition where we can, construction. The engine started out covered elsewhere in this issue for their but with the FIA, it has to be clockwork, with a 1.5 litre capacity for Formula 2 work with Bugattis, has also carved a Hinting at the potency of the FPF so we have done a lot of work to get competition, before being enlarged to niche in the production of Coventry engines, the 2019 Goodwood Revival that working well,’ explains Tolman. nearly two-litres for Formula One use, Climax FPF engines. According to owner featured the sight of the 2.0 litre C&G One myth Tolman is keen to dispel and then 2.2 litres. This was the limit of Ollie Crosthwaite, it began working with Climax-engined Lotus 15 of racer Roger is that FV engines were designed to be its original architecture (it was never the engines because ‘we had a customer Wills out-dragging a 2.5 litre Ferrari Dino built with large tolerances, due to their in the US that liked good-quality parts for down the straight. Crosthwaite explains original use as a fire pump. ‘The majority their Climax engines, and he suggested that there is plenty that can be done to of owners think that, but having done starting to make some new bits. Before we improve performance without falling foul the research, they have really tight ‘We always run electronic knew it, we had made almost everything.’ of the regulations. ‘We keep on the legal clearances because its an aluminium The company can now produce side,’ he says. ‘The bore and stroke have engine, and it even says so in the fire ignition where we can, entirely new engines of various volumes. to be the same [as original], as do the pump build manuals from the era.’ ‘We now do the 1.5, 2, 2.5 and 2.7 [litre] port diameter and valve sizes. But where He also notes that the real killer of but with the FIA, it has engines,’ says Crosthwaite. ‘We have we make all our power is on the port these engines is the vibrations they also done one of the later cross-bolted design and surface finish. Then it’s a case produce, recounting, ‘the dyno we use to be clockwork’ 1.5 litre blocks, and a 2.2. We also do of incremental gains everywhere else.’ The FIA spec engine stays faithful to the original design, but has been is rated to take 2000 bhp drag racing different levels of tune on them – a Remaking the FPF engines also gave developed using modern understanding of efficiencies and materials engines, but we’ve done more damage Chris Tolman racy one, and a very racy one.’ the opportunity to improve areas of

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The original 8-cylinder engine was redesigned to a four- cylinder and that was then developed throughout the 1960s in various categories of motor sport

the original that can present reliability issues. For example, Crosthwaite says the crankshafts are a particularly poor design. ‘They were really bad. They were not properly counterweighted and balanced for the weight of the rod and piston, particularly on the 2.5s.’ To address this issue, C&G’s new cranks have dense metal inserts in the counterweights. ‘We did the stress calculations, and the original design puts a load of around 2.5 tons through the centre main bearing. That is why the 2.5s always used to crack at the centre main. It is lots of little things like that which make the difference.’ For the cylinder head development, the company has leveraged computer simulation of the inlet and exhaust pulses to help optimise the port design and cam profiles. ‘It is pretty clever,’ Crosthwaite says. ‘We have run simulations on The engine was hard to balance and has even damaged dynos that are capable of managing drag the cam designs, and everything we racing engines capable of delivering more than 2000 bhp. Vibration is an engine killer simulated we tested back to back on the dyno. It was close enough that our my view is to make things to the right engine builder, who initially thought size in the first place. It is a little more ‘With some of the parts, the simulation wasn’t going to work, expensive to make something to a tighter if you make them to the had to admit it was pretty good.’ tolerance, but they go together better. There are also gains to be made by If my customers get parts that won’t original drawings they simply making parts more accurately fit together, they just moan. It doesn’t than they were in period. ‘That is a really matter if they are to factory specs!’ just don’t fit together. I big thing,’ Crosthwaite remarks. ‘It means It is testament to the original things can be assembled more quickly. designs that Coventry Climax engines think it was what they With some of the parts, if you make are capable of producing impressive them to the original drawings they just power even by current standards, and called a fitter’s job’ don’t fit together. I think it was what they with a dose of modern refinement, [engineers in the past] called a fitter’s they can be raced reliably in historic Ollie Crosthwaite job. They would polish things to size, but machinery around the globe.

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