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102-448: The Bugatti EB 110 is a mid-engine sports car initially conceived by Ing. Paolo Stanzani in the mid 1980s and produced by Bugatti Automobili S.p.A. from 1991 until 1995, when the company was liquidated. The model restarted the brand's presence in the automobile industry after a hiatus of nearly 40 years (since 1952). In the period from 1992 to 1995 the EB 110 competed against cars such as

204-515: A 3-dimensional shape for the chassis. The choice of carbon skins sandwiching aluminium or Nomex honeycomb was not adopted by Stanzani due to the lack of experience in manufacture and repair in Italy. Furthermore the aluminium-aluminium material was more cost-effective. Several designers received copies of the chassis drawings in order to propose styling for the bodywork: Paolo Martin , Giorgetto Giugiaro , Bertone and Marcello Gandini . Bertone proposed

306-551: A 6.0 L (366 cu in) DOHC V12 engine, is the sole Chinese car to be produced with a V12 engine. V12 engines have often been used in Formula One, particularly from the 1966 season to the 1969 season . The first V12 engine used in Formula One was in the 1964 Honda RA271 racing car, and continued through to the 1968 Honda RA301 racing car. The 1966 season saw V12 engines become popular, with new V12 engines from Ferrari, Maserati, and Weslake. Ferrari's engine debuted in

408-421: A Bugatti EB 110 GT with its engine generating a power output of 412 kW (560 PS; 553 hp) and published the following results: French automotive magazine Sport auto recorded a 0–100 km/h (62 mph) acceleration in 3.5 seconds, 0–1000 m time of 21.2 seconds and a top speed of 338 km/h (210 mph). Autocar tested the EB 110 GT on 16 March 1994: Official performance numbers for

510-444: A V-angle of 60 degrees between the two banks of cylinders. V12 engines with other V-angles have been produced, sometimes using split crankpins to reduce the unbalanced vibrations. The drawbacks of V12 engines include extra cost, complexity, friction losses, and external size and weight, compared with engines containing fewer cylinders. At any given time, three of the cylinders in a V12 engine are in their power stroke, which increases

612-446: A V12 racing engine could be lighter than a crossplane V8 engine of similar displacement due to the V12 engine not requiring counterweights on the crankshaft or as much inertial mass for the flywheel. In addition, the exhaust system of a V12 engine is much simpler than would be required for a crossplane V8 engine to achieve pulsed exhaust gas tuning. However, the use of V12 engines in motor racing

714-470: A currently produced V12 marine engine is the Wärtsilä 46F engine, where the V12 version has a displacement of 1,157 L (70,604 cu in) and a power output of 14,400 kW (19,300 hp). Renault introduced the first V12 engine for aircraft with their 90 hp model of 1912 . This engine had a V-angle of 60 degrees, air cooling and an intake over exhaust (F-head) valve arrangement. The propeller

816-549: A design prepared by Marc Deschamps (who went on to style the B.Engineering Edonis in 1999) but soon after lost interest in the project. That same design would be presented again as Bertone Lotus Emotion. Giugiaro's ID90 prototype was presented some time later at the 1990 Turin Car Show. Martin's proposal was avantgarde but rejected by the Bugatti management. Gandini gained wider acceptance by being well known to Stanzani and having worked on

918-511: A displacement of 18.4 L (1,120 cu in) a weight of 430 kg (950 lb) and developed 12 m (40 ft) racing boats, but little is known of its racing achievements. Two more V12s appeared in the 1909-1910 motor boat racing season. The Lamb Boat & Engine Company in the United States built a 25.5 L (1,559 cu in) engine for the company's 10 m (32 ft) 'Lamb IV' boat. The Orleans Motor Company built

1020-401: A displacement of 9.0 L (549 cu in), an aluminum crankcase, iron cylinders with L-shaped combustion chambers, a cam-in-block valvetrain and a V-angle of 60 degrees. Each bank of the engine consisted of two-cylinder blocks with three cylinders each. Valve clearance was set by grinding the relevant parts, the engine lacking any easy means of adjustment. This reflected the intention for

1122-492: A front-engine or rear-engine car. When the engine is in front of the driver, but fully behind the front axle line, the layout is sometimes called a front mid-engine, rear-wheel-drive, or FMR layout instead of the less-specific term front-engine; and can be considered a subset of the latter. In-vehicle layout, FMR is substantially the same as FR, but handling differs as a result of the difference in weight distribution. Some vehicles could be classified as FR or FMR depending on

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1224-402: A massive 56.8 L (3,464 cu in) flathead V12 engine with a power output quoted as "nearly 298 kW (400 bhp)". In 1914, Panhard built two 38.6 L (2,356 cu in) V12 engines with four valves per cylinder, which were designed for use in racing boats. Large V12 diesel engines are common in modern cruise ships, which may have up to six such engines. An example of

1326-412: A maximum power output of 450 kW (612 PS; 603 hp) at 8,250 rpm and 650 N⋅m (479 lb⋅ft) of torque at 4,200 rpm. The car uses a double wishbone suspension mounted to a chassis made from carbon fibre skins bonded to aluminium honeycomb. Equipped with Gandini's trademark scissor doors , it has a glass engine cover that provides a view of the V12 engine. The GT is equipped with

1428-463: A new supercar had taken place between Ferruccio Lamborghini and Paolo Stanzani at the end of 1984 during telephone calls and at the Turin Auto Show . Stanzani warned Mr. Lamborghini that developing a new car was increasingly tough financially and that the engine development was a possible task but the bodywork would be resource intensive. He suggested that Nuccio Bertone could provide help with

1530-425: A potential engine option for its first-ever front-wheel-drive car, Cadillac Eldorado . However, Cadillac was unsatisfied with the performance of its V12 engine, having little advantage over the large displacement V8 that was cheaper to enlarge for more power. In Europe, several manufacturers added V12 engines to their line-up, as listed below: In the United States, no mass-produced V12 engines have been built since

1632-453: A problem in some cars, but this issue seems to have been largely solved in newer designs. For example, the Saleen S7 employs large engine-compartment vents on the sides and rear of the bodywork to help dissipate heat from its very high-output engine. Mid-engined cars are more dangerous than front-engined cars if the driver loses control - although this may be initially harder to provoke due to

1734-405: A progressive and controllable manner as the tires lose traction. Super, sport, and race cars frequently have a mid-engined layout, as these vehicles' handling characteristics are more important than other requirements, such as usable space. In dedicated sports cars, a weight distribution of about 50% front and rear is frequently pursued, to optimise the vehicle's driving dynamics – a target that

1836-650: A prototype version of the Sunbeam Mohawk V12 engine was unveiled in the United Kingdom, based on the 'Toodles V' motor racing engine. The production version was rated at 168 kW (225 hp) at 2,000 rpm, making it the most powerful airplane engine in Great Britain at the outbreak of World War I. During and after World War I, various companies in the United States produced the Liberty L-12 engine. In Austria,

1938-410: A shovel nose and flared rear wheel arches. According to Gandini, Trucco and Stanzani, Artioli did not formally state his rejection of the original styling because he had in fact approved the 1:1 scale model. Later interviews with Giampaolo Benedini revealed more detail on the fact that Artioli had asked him to propose some alternative design ideas for the car to go into production. Artioli did not favour

2040-406: A six-speed manual transmission . The 3,500 cc (3.5 L; 213.6 cu in) engine has a bore x stroke of 81 mm × 56.6 mm (3.19 in × 2.23 in). The EB 110 GT had a power output of 412 kW (560 PS; 553 hp) at 8,000 rpm and 611 N⋅m (451 lb⋅ft) of torque at 3,750 rpm. The performance oriented Super Sport version had the engine tuned to

2142-524: A speed-sensitive electronic rear wing and active air flaps near the rear window that can be raised at the flick of a switch manually, while the Super Sport has a fixed rear wing. Official performance numbers for the Bugatti EB 110 GT are 0–60 mph (97 km/h) in 3.4 seconds, 0–100 km/h (62 mph) in 3.46 seconds and a top speed of 342 km/h (212.5 mph). Auto, Motor und Sport tested

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2244-600: A supercar and Stanzani had envisaged the usage of turbocharging. The choice of engine configuration, size and turbocharging was for technical, marketing and strategic reasons. The choice of four turbochargers was primarily due to the expected lag (compressor and turbine rotational inertia) that two larger turbochargers might have had. The chassis utilised a planar (flat) material made by two aluminium skins (typically 0.9 to 1.5mm thick) separated by aluminium honeycomb (typically 8 to 12mm thick), all bonded by epoxy glue. The sheets were cut to dimension and then glued and riveted to form

2346-401: A vehicle safer since an accident can occur if a vehicle cannot stay in its own lane around a curve or is unable to stop quickly enough. Mid-engine design is also a way to provide additional empty crush space in the front of the automobile between the bumper and the windshield, which can then be designed to absorb more of the impact force in a frontal collision in order to minimize penetration into

2448-400: A yellow EB 110 Super Sport, giving the company a great deal of publicity. Soon after this, the car that Schumacher bought gained further publicity when Schumacher accidentally crashed his EB 110 into a truck and blamed "inadequate brakes" for the crash. Despite this, the car was repaired and Schumacher retained the car until 2003. Derek Hill , son of American Formula One champion Phil Hill ,

2550-634: Is a twelve- cylinder piston engine where two banks of six cylinders are arranged in a V configuration around a common crankshaft . V12 engines are more common than V10 engines . However, they are less common than V8 engines . The first V12 engine was built in 1904 for use in racing boats . Due to the balanced nature of the engine and the smooth delivery of power , V12 engines were found in early luxury automobiles, boats, aircraft, and tanks. Aircraft V12 engines reached their apogee during World War II, following which they were mostly replaced by jet engines. In Formula One racing, V12 engines were common during

2652-509: Is common as locomotive, armoured tank, and marine engines. In these applications, the width of the engine is constrained by tight railway clearances or street widths , while the length of the vehicle is more flexible. In twin-propeller boats, two V12 engines can be narrow enough to sit side by side, while three V12 engines are sometimes used in high-speed three-propeller configurations. Large, fast cruise ships can have six or more V12 engines. In historic piston-engine fighter and bomber aircraft,

2754-408: Is typically only achievable by placing the engine somewhere between the front and rear axles. Usually, the term "mid-engine" has been primarily applied to cars having the engine located between the driver and the rear drive axles. This layout is referred to as rear mid-engine, rear-wheel drive , (or RMR) layout. The mechanical layout and packaging of an RMR car are substantially different from that of

2856-404: Is uncommon in the 21st century. A 60-degree V12 engine is typically narrower than a 90-degree V6 or V8 engine of similar displacement. However, the V12 engine is usually longer than V6 and V8 engines. The added length often makes it difficult to fit a V12 engine into a passenger car, but the length is not typically a problem for trucks and stationary applications. Due to its narrower width, the V12

2958-538: The Austro Daimler V12 engines were used by the large flying boats of the Naval Air Force and produced up to 257 kW (345 hp). By the end of World War I, V12s were well established in aviation, powering some of the newest and largest fighter and bomber airplanes. After World War I, many Zeppelins used V12 engines built by Maybach and Daimler . V12 engines powered the first transatlantic crossings by

3060-642: The Battle of Britain . The long, narrow configuration of the V12 contributed to good aerodynamics, while its smoothness allowed its use with relatively light and fragile airframes. In the United States, the Rolls-Royce Merlin engine was produced under license by Packard Motor Car Company, which was used in the P-51 Mustang fighter. This engine was also incorporated into some models of the Curtiss P-40, specifically

3162-590: The Ferrari 312 racing car and was used up to the 1975 Ferrari 312B , after which Ferrari switched to a flat-twelve engine. Maserati's engine was introduced in the Cooper T81 and was used until the 1969 Cooper T86 . The Weslake V12 engine was used from 1966 to 1968 and was introduced in the Eagle Mk1 racing car. BRM produced V12 engines from the 1968 BRM P133 racing car until the 1977 BRM P207 . The Matra Sports V12 engine

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3264-505: The Lamborghini Diablo , Jaguar XJ220 , Ferrari F40 and Ferrari F50 (launched 1995) and McLaren F1 . 139 examples were built, plus small number of post-production cars which were completed after the bankruptcy. The last one was built by Dauer Sportwagen in 2002 and one additional unfinished example was completed in 2019. It was the only production model made by Romano Artioli 's Italian incarnation of Bugatti . Discussions of

3366-496: The Lamborghini Urraco and Lamborghini Countach , a successful Stanzani-conceived car that had carried Lamborghini through times of financial ups and down in the worldwide economies. Benedetti, Bevini and Pedrazzi had subsequently established their own company which was known to Ferruccio Lamborghini and Paolo Stanzani who were involved in early talks with Romano Artioli. Tecnostile was involved in several projects, including

3468-478: The Lancia Stratos GR5, Ferrari 288 GTO Evoluzione, Ferrari F40 and Cagiva C589 . Materazzi had primarily a racing car background and a reputation for making minimalist performance cars, as evidenced by the 288 GTO Evoluzione and F40. His view of performance cars was evidently different from that of Romano Artioli and this would eventually lead to similar conflict as Artioli had had with Stanzani. One of

3570-709: The Lycoming BB motor . In 1935, the V12 engine used by the Pierce Arrow luxury car was fitted to firetrucks built by Seagrave (with production continuing until 1970, since Seagrave purchased the equipment to manufacture the Pierce Arrow engines themselves). The 1960–1965 GMC Twin Six 11.5 L (702 cu in) gasoline V12 engine was basically the GMC 351 V6 engine, doubled, with four rocker covers and four exhaust manifolds. Peak power

3672-639: The turbosupercharger system required bulky ductwork and had poor high-altitude performance. In 1943, a version using a more conventional mechanical supercharger began production. After World War II, V12 engines became generally obsolete in aircraft due to the introduction of turbojet and turboprop engines that had more power for their weight, and fewer complications. In automobiles, V12 engines are less common than engines with fewer cylinders, due to their size, complexity, and cost. They have been mostly used for expensive sports and luxury cars thanks to their power, smooth operation, and distinctive sound. One of

3774-412: The "Craig-Dörwald" engine after Putney's founding partners, the V12 engine was based on Putney's existing two-cylinder engine with a flathead design, a V-angle of 90 degrees and an aluminium crankcase. As in many marine engines, the camshaft could be slid longitudinally to engage a second set of cams , giving valve timing that reversed the engine's rotation to achieve astern propulsion . The engine had

3876-486: The 1930s. Lincoln themselves would cease V12 production in 1948, and no American automaker has built V12 engines since. Improvements in engine design, namely combustion chamber, piston form, fuel delivery system, and such enabled the lighter and cheaper V8 engines to surpass V12 engines in performance. Following the end of the Second World War, the economic austerity and changes in taste in many European countries led to

3978-479: The 1940s, with U.S. manufacturers preferring to use large displacement V8 engines instead. Japanese manufacturers rarely produce engines with large displacements, therefore V12 engines are very rare. The sole Japanese V12 engine is the 1997–2016 Toyota GZ engine , a 5.0 L (305 cu in) DOHC design which was used in the Toyota Century limousine. In China, the 2009 Hongqi HQE limousine, powered by

4080-592: The 1950s and 1960s, e.g. the AEC Reliance . The Ferrari Mondial is to date the only successful example of a true mid-engined convertible with seating for 4 and sports car/supercar performance. A version of the Lotus Evora with a removable roof panel is anticipated but no definite date is known. Like any layout where the engine is not front-mounted and facing the wind, the traditional "engine-behind-the-passengers" layout makes engine cooling more difficult. This has been

4182-479: The 1967–1982 Tatra T813 , built in Czechoslovakia, used a 17.6 L (1,074 cu in) naturally aspirated V12 diesel engine, and the 1983–present Tatra T815 is available with a 19.0 L (1,159 cu in) V12 diesel engine in both naturally aspirated and turbocharged forms. In the United States, V12 versions of the 1938–1995 Detroit Diesel Series 71 , the 1967–1999 Detroit Diesel Series 149 and

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4284-475: The 1974–1995 Detroit Diesel Series 92 were produced. In Japan, Isuzu produced naturally aspirated V12 diesel engines from 14.0 to 22.0 L (854 to 1,343 cu in) in 1976–2000, for their heavy duty trucks: New Power, 810 and Giga. Trucks using V12 gasoline (petrol) engines are rare, however several were produced in the United States from the 1930s until the 1970s. In 1931, American La France began producing firetrucks with V12 gasoline engines based on

4386-527: The 1980s (such as the Audi Quattro ). The updated torque distribution was calculated based on the dynamic load distribution under acceleration, which takes into account of load transfer (vehicle mass * acceleration * centre of gravity height / wheelbase). Materazzi attended aerodynamic testing at the Pininfarina wind tunnel and instructed changes to the front air intake (to the radiators) and its outlet to allow

4488-442: The 1995 Ferrari 412 T2 became the last Formula One car to use a V12 engine. The Lamborghini LE3512 engine was used by various teams between 1989 and 1993. The Honda RA122-E engine was first used in the 1991 McLaren MP4/6 and was raced until the 1992 McLaren MP4/7A . The Yamaha OX99 engine was used in the 1990 Brabham BT59 through to the 1992 Brabham BT60 . The most powerful naturally-aspirated V12 engine used in Formula One

4590-504: The 4WD system had been a cornerstone of the Stanzani design that Ferrari was unable to productionise successfully (Forghieri had only built a prototype of the 408 4RM ) and that Lamborghini would introduce only in 1993 with the Diablo VT ('Viscous Transmission'). The design elements of the car paid homage to the distinctive Bugatti automobiles of the past. The name EB 110 is an abbreviation for

4692-487: The Bugatti EB 110 SS are 0–60 mph (97 km/h) in 3.14 seconds, 0–100 km/h (62 mph) in 3.26 seconds and a top speed of 355 km/h (220.6 mph). Road & Track tested a Bugatti EB 110 Super Sport and published the following results: The testers suspected that the acceleration numbers could be lowered considerably by using the clutch more recklessly than they did. Mid-engine design The mid-engine, rear-wheel-drive format can be considered

4794-584: The Curtiss NC flying boats (using four Liberty L-12 engines), the first non-stop transatlantic crossing in a Vickers Vimy (using two Rolls-Royce Eagle engines) and the first transatlantic crossing by an airship in the R-34 class airship (using five Sunbeam Maori engines). V12 engines reached their apogee during World War II with engines such as the British Rolls-Royce Merlin and Rolls-Royce Griffon ,

4896-552: The EB 110 Super Sport was introduced at the 1992 Geneva Motor Show just six months after the introduction of the GT. The Super Sport variant was lighter than the GT by 150 kg (330 lb) which was achieved by the use of carbon-fibre body panels on the exterior and in the interior. The Super Sport could attain a top speed of 355 km/h (221 mph) and could accelerate from 0–100 km/h (0–62 mph) in 3.2 seconds. Early in 1994, Formula One driver Michael Schumacher purchased

4998-640: The P-40F and P-40L. Packard Merlins powered Canadian-built Hurricane, Lancaster, and Mosquito aircraft, as well as the UK-built Spitfire Mark XVI , which was otherwise the same as the Mark IX with its British-built Merlin. The Allison V-1710 was the only liquid-cooled V12 engine designed in the United States that was used on active service during World War II. It was initially used in the P-38 Lightning , but

5100-661: The Soviet Klimov VK-107 and Mikulin AM-38 , the American Allison V-1710 , and the German Daimler-Benz DB 600 and Junkers Jumo . These engines generated about 750 kW (1,000 hp) at the beginning of the war and over 1,100 kW (1,500 hp) at their ultimate evolution stage. This rapid increase in power outputs was due to technology such as multi-speed superchargers and high octane fuels, and

5202-449: The United States. During the late 1920s, the number of marques offering V12 engines for their passenger cars increased and peaked in the 1930s. The lack of vibration and sound, inherent smoothness, and increased power were cited as key benefits for V12 engines. Automobile petrol produced in the 1920s and 1930s had lower octane rating , leading to lower engine performance ratings, and vibration isolating engine mounts were rarely fitted to

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5304-632: The V12 layout was commonly adopted due to its low vibrations so that the powerful engines did not tear apart the light airframes of fighters. The Allied forces used V12 engines with an "upright" design, while many German engines (aside from the BMW VI , which was designed prior to World War II), used an inverted engine design, which had a lower centre of gravity and improved pilot visibility for single-engined designs. The only American-design inverted V12 engine of any type to see even limited service in World War II

5406-404: The aluminium honeycomb chassis proposed by Stanzani. Stanzani defended the choice of the aluminium-aluminium honeycomb chassis on the basis of being sufficiently stiff (in torsion and bending) while being cost-effective and repairable. Artioli pushed for a carbon-aluminium chassis on the basis of his concern with safety and due to the likely popularity of carbon composite in cutting edge supercars of

5508-577: The bodywork design and manufacture. Bertone was involved in early talks for a collaboration on the exterior design but declined to continue the discussions after noting the conflict of interest that the potential majority investor, Autoexpo (and Romano Artioli), had in its distribution contracts of Ferrari cars in Germany. Jean-Marc Borel established the holding companies together with Artioli's lawyer. On 11 May 1987 Autoexpo paid 7,500,00 French Francs to Messier Hispano Bugatti (Snecma Safran Aircraft Engines ) for

5610-410: The carbon-aluminium quote as financially not viable for Bugatti Automobili and reported this to Artioli. After Stanzani's departure, further meetings were held between Dario Trucco (consulting on the overall delivery of the bodywork) and Oliviero Pedrazzi and the staff from Aerospatiale (Jean-Jacques Bodu, Georges Teyssier, Roland Bignolais) in the period of 4-5 September 1990, where Aerospatiale discussed

5712-515: The case of the Ferrari FF taking power from both ends of the crankshaft with two separate gearboxes. These cars use a traditional engine layout between driver and rear drive axle. Typically, they're simply called MR; for mid-rear (engined), or mid-engine, rear-wheel-drive layout cars. These cars use mid-ship, four-wheel-drive , with an engine between the axles. These cars are "mid-ship engined" vehicles, but they use front-wheel drive , with

5814-476: The code FL12, shorthand notation for 'Ferruccio Lamborghini 12-cylinder' and its development started in 1986 on the engine and chassis, with work being led by Stanzani and design/development carried out by Oliviero Pedrazzi and the engineers/draughtsmen at Tecnostile. The trio of Oliviero Pedrazzi, Achille Bevini and Tiziano Benedetti had worked on the Lamborghini Miura chassis and engine development as well as

5916-459: The company to improve its finances: this was the EB120 styled by Steeve Bernaud. Zagato designer Norihiko Harada produced sketches and renderings for a convertible or targa version of the EB 110. Hard times hit the company in 1995 and the company was bankrupt as a result of several factors: Dauer Racing GmbH of Nuremberg , Germany, bought the semi-finished EB 110 cars in the assembly plant plus

6018-569: The company's founder, Ettore Bugatti and his 110th birthday (born 15 Sep 1881). The Bugatti EB 110 GT was unveiled on 14 September 1991 in front of the Grande Arche de la Défense , near Paris . An evening gala was held at Versailles with 1700 guests. A continued launch day was held in Molsheim on 15 September, exactly 110 years after Ettore Bugatti 's birth. A lighter and more powerful variant with 450 kW (612 PS; 603 hp) called

6120-622: The demise of luxury automobiles with V12 engines in the 1940s and 1950s. Lincoln continued the limited production of luxury cars with V12 engines from 1946 to 1948. The American manufacturers focused on continuously improving V8 engines and their performances through the 1950s, leading to the first "horsepower war" in the 1960s. In Italy, Enzo Ferrari , who had long admired the V12 engines of Packard , Auto Union , and Alfa Romeo (His former employer), introduced his first passenger car, Ferrari 166 Inter , in 1948 and fitted it with 2.0 L (122 cu in) Colombo V12 engine. Dissatisfied with

6222-574: The earliest recorded uses of V12 engines in automobiles was in October 1913, when a custom-built racing car competed at the Brooklands circuit in the United Kingdom. The car was entered by Louis Coatalen , who was chief engineer of the Sunbeam Motor Car Company. It was named 'Toodles V' (after Coatalen's pet name for his wife) and achieved several speed records in 1913 and 1914. The V12 engine had

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6324-470: The early prototype's pop-up units. The scissor doors, the large windshield, and the side window design were retained. This design was only possible for a Bugatti once Maserati had decided not to construct a supercar and therefore declined to take on the Chubasco proposal. The first Gandini prototype styling and the restyling were separated by approximately 2 years. Artioli, however, still was not fully convinced of

6426-435: The engine in front of the driver. It is still treated as an FF layout, though, due to the engine's placement still being in the front of the car, contrary to the popular belief that the engine is placed in front of the rear axle with power transferred to the front wheels (an RMF layout). In most examples, the engine is longitudinally mounted rather than transversely as is common with FF cars. V12 engine A V12 engine

6528-413: The engine placed between the driver and the front axle. This layout, similar to the above FMR layout, with the engine between driver and the front axle, adds front-wheel drive to become a four-wheel drive. An engineering challenge with this layout is getting the power to the front wheels past the engine - this would normally involve raising the engine to allow a propshaft to pass under the engine, or in

6630-437: The engine to be later used in aircraft since any adjustment method that could go wrong in flight was to be avoided. As initially built, the V12 was rated at 150 kW (200 bhp) at 2,400 rpm and weighed approximately 340 kg (750 lb). Amongst the first production cars to use a V12 engine were the 1915 Packard Twin Six , the 1915 National V12 engine and the 1917 Weidely Pathfinder ; all of which were built in

6732-437: The exterior design and wanted further detail design changes which Gandini refused to make because they would alter its DNA: for example the shape of the front intake and the placement of the Bugatti 'shoe-horse'. Artioli thus tasked Gianpaolo Benedini (who had designed the "Blue Factory") to make the requested changes. Benedini made small changes by placing a very small 'shoe-horse' at the front air intake and took responsibility of

6834-551: The factory-installed engine (I4 vs I6). Historically most classical FR cars such as the Ford Models T and A would qualify as an FMR engine car. Additionally, the distinction between FR and FMR is a fluid one, depending on the degree of engine protrusion in front of the front axle line, as manufacturers mount engines as far back in the chassis as possible. Not all manufacturers use the Front-Mid designation. These cars are RWD cars with

6936-418: The final kerb weight of the EB 110. Artioli had increased the capital in the venture, thereby diluting Stanzani's share, and had started to take more involvement in vehicle development compared to previously. The role of technical director was filled by Nicola Materazzi , who had experience of working with Lancia , Abarth , Osella , Ferrari , Cagiva (and later Laverda ), and had been Chief Engineer for

7038-465: The first tasks for Materazzi was that of following the work at Aerospatiale with the simulation and physical torsional stiffness tests of the composite chassis. Materazzi brought his engines experience (on Ferrari Testarossa , Ferrari 328 Turbo , Ferrari 288 GTO and Ferrari F40 ) to solve the problem which was affecting the engine's durability on the dynamometer: excessive friction between titanium con-rods in contact. He then moved on to re-calculating

7140-439: The fore and aft weight distribution by other means, such as putting the engine in the front and the gearbox and battery in the rear of the vehicle. Another benefit comes when the heavy mass of the engine is located close to the back of the seats. It makes it easier for the suspension to absorb the force of bumps so the riders feel a smoother ride. But in sports cars, the engine position is once again used to increase performance and

7242-521: The front tires in braking the vehicle, with less chance of rear-wheel lockup and less chance of a skid or spin out. If the mid-engine vehicle is also rear-drive the added weight on the rear tires can also improve acceleration on slippery surfaces, providing much of the benefit of all-wheel-drive without the added weight and expense of all-wheel-drive components. The mid-engine layout makes ABS brakes and traction control systems work better, by providing them more traction to control. The mid-engine layout may make

7344-471: The future. Gandini made a second iteration of the design with softer lines, revised front and rear lights, and subtly different proportions for the rear wheel arches – styling cues also visible in the Maserati Chubasco of 1990. The second Gandini design replaced the network of cooling ducts on the bonnet with ducts in the front bumper and at the outer flanks of the two large fixed headlamps which replaced

7446-519: The glorious brand. The two had diametrically opposite viewpoints. Materazzi had been in favour of a light car, preferably with two-wheel-drive and two instead of four turbochargers but had obliged with the continuation of the specification wanted by Artioli. Furthermore Materazzi was against the deviation of focus and finances towards the EB112. A late evening discussion led to Materazzi's decision to part ways with Bugatti Automobili. Mauro Forghieri stepped into

7548-399: The interior design together with Laurens van den Acker of Design System. Artioli had from the beginning been against the use of the aluminium & aluminium honeycomb chassis material. He based his decision on the fact that racing drivers had lost their life with such a chassis (for example Gilles Villeneuve , where the seat belt mounts had torn off the chassis); he was also concerned that

7650-466: The late 1960s and early 1990s. Applications of V12 engines in the 21st century have been as marine engines, in railway locomotives, as large stationary power as well as in some European sports and luxury cars. Each bank of a V12 engine essentially functions as a straight-six engine , which by itself has perfect primary and secondary engine balance . A four-stroke V12 engine has even firing order at V-angles of 60, 120, or 180 degrees Many V12 engines use

7752-478: The long, narrow V12 configuration used in high-performance aircraft made them more streamlined than other engines, particularly the short, wide radial engine . The first V-engine (a V-twin design) was built by Daimler in 1889, then the first V8 engine was built by Antoinette in 1903. These were followed by the first V12 engine in 1904, which was built by Putney Motor Works in London for use in racing boats. Known as

7854-543: The material was soft and the skins and honeycomb would separate on slow speed impacts of the chassis against kerbs and other road objects. Stanzani asked quotes from Aerospatiale for the supply of carbon-composite material to understand the benefits versus costs. He discussed at length with Aerospatiale the technical details and critical aspects of the chassis. The French company presented proposals (quotes) for aluminium skins with aluminium honeycomb core and an alternative with carbon-fibre skins and honeycomb core. Stanzani viewed

7956-473: The original layout of automobiles. A 1901 Autocar was the first gasoline-powered automobile to use a drive shaft and placed the engine under the seat. This pioneering vehicle is now in the collection of the Smithsonian Institution . Mounting the engine in the middle instead of the front of the vehicle puts more weight over the rear tires, so they have more traction and provide more assistance to

8058-418: The parts inventory through the bankruptcy trustee. The remaining chassis were later developed by B Engineering into their Edonis sports car which uses the monocoque chassis of the EB 110 combined with a modified version of its engine, enlarged to 3.8 litres of displacement. The car has a 60-valve , quad-turbocharged V12 engine fed through 12 individual throttle bodies , powering all four wheels through

8160-466: The passenger cars in the 1920s and the early 1930s. Adding more cylinders to the engine was one of several techniques for performance increase. European passenger cars with V12 engines were: American passenger cars with V12 engines were: The economic hardships caused the Great Depression meant that all American automakers except for Lincoln had discontinued production of V12 engines by the end of

8262-443: The passenger compartment of the vehicle. In most automobiles, and in sports cars especially, ideal car handling requires balanced traction between the front and rear wheels when cornering, in order to maximize the possible speed around curves without sliding out. This balance is harder to achieve when the heavy weight of the engine is located far to the front or far to the rear of the vehicle. Some automobile designs strive to balance

8364-536: The potentially smoother ride is usually more than offset by stiffer shock absorbers . This layout also allows the motor, gearbox, and differential to be bolted together as a single unit. Together with independent suspension on the driven wheels, this removes the need for the chassis to transfer engine torque reaction. The largest drawback of mid-engine cars is restricted rear or front (in the case of front-mid layouts) passenger space; consequently, most mid-engine vehicles are two-seat vehicles. The engine in effect pushes

8466-573: The purchase of the Bugatti brand and on 14 October 1987 Bugatti Automobili S.p.A. was founded. Stanzani, minority shareholder in Bugatti Automobili was chosen as company Technical Director and sole Managing Director ('Amministratore Unico' in Italian) thanks to his career experience with Lamborghini vehicles including the Miura, Countach, Espada, Urraco, Jarama, Jalpa. Stanzani had given the new supercar

8568-478: The radiator to function effectively, a detail which had been neglected by the Gandini/Benedini style. The car was released with many innovative technologies that were scarcely used by the automotive industry at the time, such as a carbon fibre monocoque chassis, active aerodynamics, quad turbocharging (two per cylinder bank) and an all-wheel-drive system for safer handling (especially on wet roads). In particular

8670-412: The rear passenger seats forward towards the front axle (if the engine is behind the driver). Exceptions typically involve larger vehicles of unusual length or height in which the passengers can share space between the axles with the engine, which can be between them or below them, as in some vans, large trucks, and buses. The mid-engine layout (with a horizontal engine) was common in single-decker buses in

8772-482: The reliability and crudeness of his Ferrari 250 GT, Ferruccio Lamborghini wanted to develop his own passenger cars that were more cultured and more reliable than the cars produced by Ferrari. His first passenger car, a grand tourer, was 350 GT with 3.5 L (214 cu in) DOHC engine. Both manufacturers have a long history of producing vehicles with V12 engines, which continues uninterrupted to this day. Cadillac experimented with V12 engines in 1963 and 1964 as

8874-404: The respective departure of Gandini and Stanzani from the project. Stanzani's original vehicle concept was technologically advanced (4WD, turbo, short wheelbase) and relatively light in terms of interior features. Artioli on the other hand wanted the car to represent the Bugatti brand and therefore include well appointed soft seats and electrical switches, which would add several hundred kilograms to

8976-426: The role of technical director and remained until mid 1994. During this time he oversaw the development of the EB112, whose 'hands on' development was carried out by Oliviero Pedrazzi and colleagues. Forghieri seeked to used his experience to lower the cost of the vehicle but most of the designs and contracts were already in place. He also proposed to Artioli and Benedini some options for a smaller Bugatti that would allow

9078-436: The same dimensions and panel split lines as designed by Pedrazzi in the original aluminium and aluminium honeycomb design, giving the car improved stiffness which allowed it to better achieve its targets of ride and handling. The chassis consisted of separate panels that were bonded and riveted together to remove the need for very large autoclaves. Conflicts of opinion on the company direction between Stanzani and Artioli led to

9180-420: The smoothness of the power delivery by eliminating gaps between power pulses. A V12 engine with a 180 degree V-angle is often called a flat-twelve engine . These are also sometimes called 'boxer twelve' engines, however this terminology is incorrect for the majority of 180-degree V12 engines, since they use shared crankpins and are therefore not configured as boxer engines. Theoretically, the rotating parts of

9282-444: The styling of many successful performance cars: Lamborghini Miura , Lancia Stratos Zero and the production Lancia Stratos, Alfa Romeo Carabo , Alfa Romeo Montreal , Cizeta-Moroder V16T . He would design the Lamborghini Diablo soon after. Initial prototypes based on Gandini's design were bodied by carrozzeria Ilas; these began testing in 1991. Bugatti's President was not happy with Gandini's angular design language incorporating

9384-412: The superior balance - and the car begins to spin. The moment of inertia about the center of gravity is low due to the concentration of mass between the axles (similar to standing in the middle of a playground roundabout, rather than at the edge) and the spin will occur suddenly, the car will rotate faster and it will be harder to recover from. Conversely, a front-engined car is more likely to break away in

9486-454: The transversely mounted V16 engine of the Cizeta (formerly Cizeta-Moroder V16T ) for Claudio Zampolli (ex-Lamborghini employee). During the early phases of the project, development was entirely carried out by Tecnostile at their workshops in via Don Milani #102, Modena. Pedrazzi focused on engine and chassis design, Bevini on bodywork and Benedetti on relations with suppliers. Amongst the employees

9588-481: The usage of the composite material in aircraft and certain details pertaining to manufacturing and crash impact resistance. At a later stage tests were done on the torsional stiffness of the chassis in their two respective materials (both tests conducted without the upper steel roof tubular structure, so just the 'tub'). The composite material proved stiffer but according to Trucco and Pedrazzi also heavier and significantly more expensive. The carbon fibre chassis kept

9690-424: The vehicle front to rear torque distribution. Test drivers Jean-Philippe Vittecoq and Loris Bicocchi stated that the cars were understeering too much so Materazzi altered the torque distribution from 40:60 to 27:73 and the drivers were satisfied with the handling improvement. The initial torque distribution had been calculated based on the static weight distribution of the vehicle and in similar way to rally vehicles of

9792-519: Was Maurizio Reggiani who had previously worked as engine designer in Maserati . Several employees from Lamborghini joined the newborn Bugatti project on the basis of their trust in Stanzani. One of these was Lamborghini test driver Loris Bicocchi who was employee #7 in Campogalliano . He would patiently wait one year before beginning early testing of the EB 110 prototype. Engine and chassis development

9894-559: Was driven from the front end of the camshaft, thus spinning the propeller speed at half the speed of a typical crankshaft driven propeller, in order to improve the propeller efficiency. The Renault engine was closely mimicked by the RAF 4 and its derivatives, which was used by various British military aircraft during World War I. The RAF 4 engine had a displacement of 13.2 L (806 cu in), weighed 289 kg (637 lb) and produced 104 kW (140 hp) at 1,800 rpm. In March 1914,

9996-499: Was introduced in the 1968 Matra MS11 racing car and used until the 1978 Ligier JS9 . Few V12 engines were used in the following decade, with the exception of the Alfa Romeo V12 which was first used by the 1979 Brabham BT48 and then by Alfa Romeo until the 1982 Alfa Romeo 182 . A resurgence of V12 engines in Formula One began in 1989, with the introduction of the Ferrari 640 racing car. Ferrari continued to use V12 engines until

10098-691: Was led by Stanzani and design/drawing was done by Pedrazzi as leader of the engineers and draughtsmen in Tecnostile. Pedrazzi had experience of engine design since his work in Ferrari under the supervision of Bizzarrini (250 GTO) and in Lamborghini. The power would come from a 'small' displacement V12 engine , with a 3500 cc swept volume that mirrored the requirements of the Formula 1 rules of 1987. The naturally aspirated form did not produce sufficient torque and power for

10200-479: Was one of three drivers on a team that competed with an EB 110 in the United States at the 1996 24 Hours of Daytona . Nicola Materazzi left the company in December 1992 after irreconcilable differences with president Romano Artioli. Materazzi was typically focused on minimalist cars with little regard to marketing. Artioli was much more focused on the marketing potential of the vehicle as well as its role in representing

10302-453: Was the Tipo 043 , used by Ferrari in 1994 , which produced 850 hp (630 kW) @ 15,800 rpm. In prototype sports car racing, the highly successful 2006–2008 Audi R10 TDI used a diesel twin-turbo V12 engine. The Peugeot 908 HDi FAP , introduced in 2007, also used a diesel twin-turbo V12 engine. Several truck manufacturers have produced V12 diesel engines at various times. For example,

10404-599: Was the air-cooled Ranger V-770 , which was used in aircraft that were only used for training purposes within the United States, such as the Fairchild AT-21 Gunner . The Rolls-Royce Merlin V12 engine was used in several British aircraft including the Hawker Hurricane and Supermarine Spitfire fighters, and the Avro Lancaster and de Havilland Mosquito bombers. The Hurricane and Spitfire played vital roles in

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