“Out of the blue we then had a telephone call from someone in the States who had two Auto Unions in pieces. That was Paul Karassik, who had been trawling about Russia for 10 years buying anything he could find that was Auto Union. One was clearly a late car, the major components of which were almost complete. And there was a good smattering of parts for the other. We got both up and running as quickly as we could to take them to the Eiffel Classic meeting at the Nürburgring.
“Mercedes was already there when we arrived, with crowds of people watching their car running in the pit garage. So to make an impression, we decided to start both the Auto Unions at once. The Mercedes pit emptied, and you couldn’t get near the Auto Unions the rest of the weekend. One was eventually purchased by Audi and the other one by a private buyer.
“When the cars were finished I suggested to Audi that we make some replicas of the earlier 16-cylinder car. Audi agreed to pay for all the patterns and we got them to borrow the V16 car from the Munich museum so that we could copy parts from it. Audi also acquired the 16-cylinder hillclimb car from Riga, which gave us everything that we needed to build the replicas.”
Driving
D-Types aren’t thought the easiest to drive by some
Audi
“I think the Auto Unions, including the D-Type, are horrible to drive because you sit far too close to the steering wheel. The cockpit is very cramped and you can’t get any feel for the car as a result. If the seat were further back I think you would have better control. The first time I drove the D-Type at the Nürburgring I spun at the first corner. I didn’t think I was going that fast, and there was no warning. But then I’m not a proper driver and the tyres were probably evil. The Mercedes W154, the D-Type’s contemporary, is a lot better. You haven’t got a lot more room but you sit in a more relaxed position.”
Crankcase
“The 12-cylinder crankcase is basically the 16-cylinder’s but with two cylinders lopped off either end. When we first produced a 16-cylinder crankcase, the foundry had problems with porosity in the main oil gallery, and there was a lot of aggravation with one main bearing – you’d drill to put a stud in it and break into a chasm. The guy at the foundry said it was always going to contract like that when it cooled. Then when we had a really good look at an original, we found there was a lot of welding in exactly the same place, so the factory had obviously had the same problem. We got over it by casting in a steel tube and drilling into that.”
Bearings
“Although Auto Union used full roller-bearing crankshafts and, in one of the later V12s we’ve seen, plain mains with roller big ends, we fitted plain bearings throughout in the first V12 replica we’ve just built because of the use it will be put to.