Early diesel - car records

Browse pages
Current page

1

Current page

2

Current page

3

Current page

4

Current page

5

Current page

6

Current page

7

Current page

8

Current page

9

Current page

10

Current page

11

Current page

12

Current page

13

Current page

14

Current page

15

Current page

16

Current page

17

Current page

18

Current page

19

Current page

20

Current page

21

Current page

22

Current page

23

Current page

24

Current page

25

Current page

26

Current page

27

Current page

28

Current page

29

Current page

30

Current page

31

Current page

32

Current page

33

Current page

34

Current page

35

Current page

36

Current page

37

Current page

38

Current page

39

Current page

40

Current page

41

Current page

42

Current page

43

Current page

44

Current page

45

Current page

46

Current page

47

Current page

48

Current page

49

Current page

50

Current page

51

Current page

52

Current page

53

Current page

54

Current page

55

Current page

56

Current page

57

Current page

58

Current page

59

Current page

60

Current page

61

Current page

62

Current page

63

Current page

64

Current page

65

Current page

66

Current page

67

Current page

68

Current page

69

Current page

70

Current page

71

Current page

72

Current page

73

Current page

74

Current page

75

Current page

76

Current page

77

Current page

78

Current page

79

Current page

80

Current page

81

Current page

82

Current page

83

Current page

84

Current page

85

Current page

86

Current page

87

Current page

88

Current page

89

Current page

90

Current page

91

Current page

92

Current page

93

Current page

94

Current page

95

Current page

96

Current page

97

Current page

98

Current page

99

Current page

100

Current page

101

Current page

102

Current page

103

Current page

104

Current page

105

Current page

106

Current page

107

Current page

108

Current page

109

Current page

110

Current page

111

Current page

112

Current page

113

Current page

114

Current page

115

Current page

116

Current page

117

Current page

118

Current page

119

Current page

120

Current page

121

Current page

122

Current page

123

Current page

124

Current page

125

Current page

126

Current page

127

Current page

128

Current page

129

Current page

130

Current page

131

Current page

132

Current page

133

Current page

134

Current page

135

Current page

136

Current page

137

Current page

138

Current page

139

Current page

140

Current page

141

Current page

142

Current page

143

Current page

144

Current page

145

Current page

146

Current page

147

Current page

148

It wasn’t until the 1930s that diesel engines began to extend from the commercial vehicle, ‘bus and coach world into that of the private car. Foreseeing this, that doyen of record-breaking, Captain George Eyston, decided that he would show how fast and effective a compressionignition engine could be. Eyston was a director of the Associated Equipment Company of Walthamstow, and used one of their diesel engines, of the kind found in London ‘buses, which was installed in a Chrysler chassis at C T Delaney’s works in Maida Vale. AEC introduced the CI engine for heavy-duty vehicles from about 1920, and were no doubt pleased for Eyston to publicise their power units in this way. The engine used was an 8850cc fourcylinder weighing 14141bs.

Eyston had business associations with Chrysler Corporation in this country, hence the choice of chassis. The engine gave 130bhp and the Chrysler’s final-drive ratio was changed to 1.94:1. Eyston realized that a smart, practical-looking vehicle was necessary and he got Vanden Plas to make an impressive, streamlined, narrow saloon body for the AEC Safety 6 Special. It was roadequipped with modest mudguarding and lamp’s, and weighed 2.1/2 tons; with its louvred tail strapped down like the long bonnet, the appearance suggested a racing special. At this time, late in 1933, dieselclass records were not recognized by the FIA. But in the LIS, C L Cummings was claiming 100.75mph for a diesel car. Eyston was anxious to show that a British car could do better.

The AEC power unit at first had three branch exhaust pipes for each pair of cylinders, merging into two single pipes led outside the near-side chassis side member, but these were changed for single pipes for each exhaust port, with the two single pipes within the side-member. A second radiator was slung between the front dumb-irons, both being made specially by Galley. No doubt with bonuses in mind, Eyston specified BP fuel-oil, Castrol lubricating oil, Rudge wheels with Ewart wheel discs, Dunlop tyres, Jaeger instruments, a Dover steering wheel, a Laminex windscreen, Andre Tele-control shock-absorbers, and he sat on a Moseley “Floaton-Air” cushion.

Eyston arranged for a run at Brooldands on October 27 1933. It was a pouring wet day, people watching under a sea of umbrellas. The AEC was timed officially over the two-way flying-start km and mile after the racing tyres had been changed for ribbed ones. GET was drier than we were inside the car, the spray from it rising higher than its roof, as the back mudguards were not fitted. Though he had difficulties when one wiper blade blew off and the other lifted, he averaged 104.86mph for the km, 101.98mph for the mile. The publicity handout told us that at 100mph the AEC gave about 20mpg of diesel fuel. The FIA did not recognize CI records until 1935, but in 1934 Eyston took the AEC to Montlhery and did a lap at 115.41mph and 10km at 115.07mph. In 1936 the AEC was set to establish long-distance CI records, with co-drivers Albert Denly and Tommy Wisdom. All went well for three hours (97.64mph), with lanterns put round the track. Then, in the dark, Denly had a very narrow escape when a front wheel came off. But in 1927 the 24-hour target was achieved, at 97.05mph. Eyston, the supreme record man, then had a Ricardo-converted Rolls-Royce Kestrel aeroengine put into his special long-distance ‘Speed of the Wind’, also built by Delaney’s, and renamed ‘Hying Spray’. After an abortive winter test on Pendine Sands, he took the km and mile CI records at Utah in 1936, the former at 159mph. At the Paris track he and Denly raised 14 such records with the AEC saloon, which did over 97mph for 2330 miles, its nose-cowl cut back for better cooling.

Meanwhile, Reg Munday, of Leyland Thomas and 30/98 Vauxhall fame, had put a 2.7-litre Perkins diesel engine into a ‘flatiron’ Thomas Special. Supercharged, it seta British fs km record of 94.7mph and, with blower removed, five longer ones, with 88.25mph for the hour, round Brooldands in 1935. Back to 1937, Marchand led a team of drivers with a 1.7-litre Yacco Special at Montlhery where Eyston had left off, putting up CI figures for 5000km to 8 days, at from 70mph to over 68mph for the total 13,091 miles. In 1939 a 2-litre Hanomag driven by Haeberke set standing-start km and mile CI records, the latter at 61.3mph, and broke the fs mile, 5km and mile ones, the km record at 96.9mph.

You may also like

Related products