Diesel engines
Conspiracy theorists love this story.
Dr Rudolf Diesel patented his highly efficient engine design in 1892, a unit which did not need the spark plug required in the Otto-designed engine. Instead, it compresses air, into which fuel is injected, causing spontaneous ignition. The higher compression ratio means higher efficiency.
The possibilities of this engine, which used a heavier oil by-product, were quickly realised for both manufacturing and industry applications, and automotive use. Diesel sold licenses to build it and became a millionaire. But he disappeared on a ship crossing the English Channel in 1913; some say suicide, either a result of his documented paranoia or worry over mounting debts, but others say murder – he was against the use of his engines by the German military. He was also promoting the use of organically-derived fuel – biodiesel – in his engines, which was said to have annoyed the oil companies...
Either way, had he lived, the petrol engine may not have been so predominant worldwide. It's only been in recent years that the potential of Diesel's invention has really been recognised, both as a means of lowering carbon dioxide emissions and reducing fossil-fuel use. The Americans are yet to be convinced.
Conspiracy theorists love this story.
Dr Rudolf Diesel patented his highly efficient engine design in 1892, a unit which did not need the spark plug required in the Otto-designed engine. Instead, it compresses air, into which fuel is injected, causing spontaneous ignition. The higher compression ratio means higher efficiency.
The possibilities of this engine, which used a heavier oil by-product, were quickly realised for both manufacturing and industry applications, and automotive use. Diesel sold licenses to build it and became a millionaire. But he disappeared on a ship crossing the English Channel in 1913; some say suicide, either a result of his documented paranoia or worry over mounting debts, but others say murder – he was against the use of his engines by the German military. He was also promoting the use of organically-derived fuel – biodiesel – in his engines, which was said to have annoyed the oil companies...
Either way, had he lived, the petrol engine may not have been so predominant worldwide. It's only been in recent years that the potential of Diesel's invention has really been recognised, both as a means of lowering carbon dioxide emissions and reducing fossil-fuel use. The Americans are yet to be convinced.
HEMI-head engine
That thing got a Hemi? ask the Chrysler ads in the US.
The Hemi has a romantic appeal as well as practical benefits. Hemi is short for hemispherical (cylinder) head; this layout, as used in V8 engines, is claimed to give more efficient 'swirl' of air and fuel in the combustion chambers of each cylinder, greater thermal efficiency thanks to the reduced surface area of each combustion chamber and to allow for larger valves, and thus greater air and exhaust flow, than an old-school early 'flathead' design.
The formula belongs to Chrysler, which used it in its drag racers and muscle cars of the 50s, 60s and 70s. It fell out of favour with the vogue for multi-valve engines and the need for improved fuel efficiency, but Chrysler/Dodge has revived it in recent years in cars such as the 300C and Magnum.
That thing got a Hemi? ask the Chrysler ads in the US.
The Hemi has a romantic appeal as well as practical benefits. Hemi is short for hemispherical (cylinder) head; this layout, as used in V8 engines, is claimed to give more efficient 'swirl' of air and fuel in the combustion chambers of each cylinder, greater thermal efficiency thanks to the reduced surface area of each combustion chamber and to allow for larger valves, and thus greater air and exhaust flow, than an old-school early 'flathead' design.
The formula belongs to Chrysler, which used it in its drag racers and muscle cars of the 50s, 60s and 70s. It fell out of favour with the vogue for multi-valve engines and the need for improved fuel efficiency, but Chrysler/Dodge has revived it in recent years in cars such as the 300C and Magnum.
Rotary engines
Thought by many to be a cul-de-sac in engine development, Mazda kept the faith and revitalised enthusiasm for the rotary with its award-winning RX-8.
The rotary engine, designed by Dr Felix Wankel and first fitted in the 1963 NSU Spyder, had only three moving parts. It dispensed with pistons in favour of triangular rotors in epi-trochoidal housings and became smoother, quieter and more powerful the faster the rotors turned. Rotary engines are also remarkably compact and generally two-thirds the weight of an equivalent-capacity piston engine, making them ideal for sports cars.
NSU went mass-market with the rotary in its Ro80 family car in 1967 and the license for making it was sold to manufacturers including Mazda – who first used it in the 1967 Cosmo 110S coupe – Citroen, Mercedes and GM.
But the rotary proved fuel-thirsty and early examples suffered from rotor sealing issues. NSU was bankrupted by the warranty claims and got swallowed up by Volkswagen-Audi: the oil crisis put paid to most other rotary programmes. Only Mazda kept with it, turning it into a viable commercial success with the RX-7 and then the wonderful RX-8. Not that anyone else is rushing out to reclaim the rotary, though...
Thought by many to be a cul-de-sac in engine development, Mazda kept the faith and revitalised enthusiasm for the rotary with its award-winning RX-8.
The rotary engine, designed by Dr Felix Wankel and first fitted in the 1963 NSU Spyder, had only three moving parts. It dispensed with pistons in favour of triangular rotors in epi-trochoidal housings and became smoother, quieter and more powerful the faster the rotors turned. Rotary engines are also remarkably compact and generally two-thirds the weight of an equivalent-capacity piston engine, making them ideal for sports cars.
NSU went mass-market with the rotary in its Ro80 family car in 1967 and the license for making it was sold to manufacturers including Mazda – who first used it in the 1967 Cosmo 110S coupe – Citroen, Mercedes and GM.
But the rotary proved fuel-thirsty and early examples suffered from rotor sealing issues. NSU was bankrupted by the warranty claims and got swallowed up by Volkswagen-Audi: the oil crisis put paid to most other rotary programmes. Only Mazda kept with it, turning it into a viable commercial success with the RX-7 and then the wonderful RX-8. Not that anyone else is rushing out to reclaim the rotary, though...
V8 Engines
Petrolheads swear that there is no other sound like the distinctive burble of a V8: muscle car enthusiasts wouldn't settle for any other configuration.
A pair of banks of cylinders – four each side – arranged at a V-shaped angle (usually, but not always, 90 degrees) is the recipe for optimum smoothness and refinement, as well as giving effortless performance. The V arrangement also gives an excellent weight distribution in the engine bay, with a lower centre of gravity and wide distribution of the weight.
The first V8s included the Adler racers (1902), the 3.5-litre used in the 1904 Rolls-Royce Legalimit and the obscure Marmon, although the 1910 De Dion-Bouton was the first car in mainstream production to have such a unit. It took the Yanks a while longer to catch on, with the Cadillac L-Head unit not appearing till 1914.
Enthusiasts pay tribute to famous and much-loved V8s, such as the Buick 3.5-litre (1960) which went on to power many a Rover and Land Rover, Ford's mass-produced 1932 Flathead, the Chevy LS-series, Chrysler's Hemi, not to mention European V8s from the likes of Ferrari, Jaguar, Aston Martin, and the air-cooled Tatra unit. And these days, V8 diesels are gaining ground, too.
Petrolheads swear that there is no other sound like the distinctive burble of a V8: muscle car enthusiasts wouldn't settle for any other configuration.
A pair of banks of cylinders – four each side – arranged at a V-shaped angle (usually, but not always, 90 degrees) is the recipe for optimum smoothness and refinement, as well as giving effortless performance. The V arrangement also gives an excellent weight distribution in the engine bay, with a lower centre of gravity and wide distribution of the weight.
The first V8s included the Adler racers (1902), the 3.5-litre used in the 1904 Rolls-Royce Legalimit and the obscure Marmon, although the 1910 De Dion-Bouton was the first car in mainstream production to have such a unit. It took the Yanks a while longer to catch on, with the Cadillac L-Head unit not appearing till 1914.
Enthusiasts pay tribute to famous and much-loved V8s, such as the Buick 3.5-litre (1960) which went on to power many a Rover and Land Rover, Ford's mass-produced 1932 Flathead, the Chevy LS-series, Chrysler's Hemi, not to mention European V8s from the likes of Ferrari, Jaguar, Aston Martin, and the air-cooled Tatra unit. And these days, V8 diesels are gaining ground, too.
V12 engines
If V8 engines are fantastic, then V12s must be even better, right? The logic's dubious, but as far as sheer opulence, ostentation and sheer overindulgence goes, an under-stressed V12 is where it's at.
Said to have perfect balance, V12 engines featured in many pre-WWII luxury cars; first was the 1912 Packard Double Six. All V12s are celebrated, especially when they're fitted in Ferraris and Lamborghinis, but most famous include those from Jaguar (the relatively high-volume unit in the 70s XJ, XJS and Daimler Double Six, which continued into the mid-90s), the new V12 in the Ferrari Enzo, the Aston Martin-Cosworth unit in the DB9 and the Mercedes-Maybach V12.
The benefits of the W12-configuration, on the other hand (Volkswagen's baby, as also used in the Bentley range) are still under debate, however.
If V8 engines are fantastic, then V12s must be even better, right? The logic's dubious, but as far as sheer opulence, ostentation and sheer overindulgence goes, an under-stressed V12 is where it's at.
Said to have perfect balance, V12 engines featured in many pre-WWII luxury cars; first was the 1912 Packard Double Six. All V12s are celebrated, especially when they're fitted in Ferraris and Lamborghinis, but most famous include those from Jaguar (the relatively high-volume unit in the 70s XJ, XJS and Daimler Double Six, which continued into the mid-90s), the new V12 in the Ferrari Enzo, the Aston Martin-Cosworth unit in the DB9 and the Mercedes-Maybach V12.
The benefits of the W12-configuration, on the other hand (Volkswagen's baby, as also used in the Bentley range) are still under debate, however.