The Road To Monterey is an award-winning feature film about vintage racing that centers on Australian racing driver Ron Goodman and his highly-tuned Porsche 356...
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This is the first in a new series we’re doing here on Silodrome called Curious Contraptions, we’ll be regularly finding weird, wonderful, and woeful machines...
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Fast Facts – The Corvette Corvair ✱ In 1954 at the Motorama Show held in the Waldorf-Astoria in New York, Chevrolet unveiled a new take on...
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This is the new three-cylinder radial engine from Australian company Radial Motion. The engineers behind it originally began the project back in 2017 specifically to develop a new aircraft engine however they quickly realized that it would also have both automotive and defense applications also.
The first vehicle that a prototype Radial Motion engine was fitted to was the Porsche 356 Outlaw you see pictured above and below. Later versions of the engine have been fitted to a VW Kombi and a VW Beetle, and these have also been used for testing purposes.
The fact that the engine could be used in cars was a major win for the engineers during the development phase as it meant that the engines could be tested very inexpensively, allowing them to hone the design before it was used in aircraft.
When people first see the Radial Motion triple-cylinder the first thing they want to do is see the specifications, so I’ve included all the information we have about the engine below.
Initially, Radial Motion will be offering two engines. Both will be largely identical apart from the swept capacity difference and resulting power output differences. You’ll be able to choose between 2.0 liter (1,998cc) and 2.1 liter (2,104cc) naturally aspirated versions, with forced induction engines in development.
Above Image: Footage of the first production engine from the company being started.
Power output isn’t listed at the moment but they do explain that the engines can achieve 100 hp per liter in naturally aspirated form – theoretically meaning these two engines would be capable of 200 hp and 210 hp respectively.
The architecture of both engine sizes is the same with the obvious exception of capacity, they’re both four-stroke 120ยบ three-cylinder, all-alloy radial engines with twin spark ignition systems, an integral dry sump with separate cylinder head scavenge pumps.
The bore x stroke of the two engines is 99mm x 86.5mm and 101.6mm x 86.5mm respectively, and the compression ratio can be anything from 8.5:1 to 11:1 depending on final specification. The engine has water-cooled cylinder heads and barrels, and it’s mentioned that air/oil-cooled versions are available.
Unusually for a radial engine this design uses a common journal crank for all three connecting rods and gear-driven triple camshafts, the two overhead valves per cylinder are operated by pushrods. Both fuel-injected and carburetor-fed versions are available.
The engine weighs in at between 75 and 95 kilograms depending on specification, that works out to 165 lbs to 209 lbs, and it measures in at 330mm x 776mm x 606mm which is 13″ x 30.5″ x 24″.
Above Image: This Porsche 365 Outlaw is powered by an air-cooled version of the new Radial Motion engine.
Due to the relatively small size and low weight of the Radial Motion engine it’s likely to become a popular choice for people in the automotive world looking for an unusual engine swap option.
“It was designed as an aeroplane engine, but early on we realised that with a few minor changes it could fit into a car. That made testing prototypes a lot easier and safer, and also turned out to be a lot of fun.” – Nick Mebberson, Director
The Porsche 356 Outlaw you see here is fitted with an air and oil-cooled version of the Radial Motion engine. This is likely to be a popular choice for many Porsche 356 Outlaw owners as this engine is lighter than the original Porsche four-cylinder, and it’s vastly more powerful. Not to mention the cool-factor of having a radial engine powered Outlaw.
The other two vehicles we see here are a VW Kombi van, sometimes called a VW Transporter, and a modified VW Beetle cabriolet. Both of these Volkwagens are fitted with the liquid-cooled version of the Australian radial engine, which will almost certainly prove to be the most popular in most automotive applications.
Unfortunately we haven’t been able to nail down much more information on these three vehicles however we’ve contacted both Radial Motion and their PR company hoping to track down some additional specifications and images.
We do know that a number of other engines using a similar architecture are in the works by Radial Motion, including 6, 9, and 12-cylinder radials, as well as V2, V4, and V6 layouts. We’ll bring you more information on those as it becomes available.
If you’d like to read more about these engines you can click here to visit the Radial Motion website.
Images courtesy of Radial Motion
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The Isuzu 117 was the first Japanese car to have a body entirely designed by an Italian stylist – the great Giorgetto Giugiaro. At first glance many mistake the Isuzu 117 for the earlier Fiat Dino, however this should probably be no great surprise as both cars were designed by the same man within two years of one another.
Though it’s largely unknown outside of Japan the 117 was an important car both for Isuzu and for the Japanese automobile industry as a whole. It was the first production sports car in the world to be offered with a diesel engine and one of the first to be offered with a double overhead cam (DOHC) engine.
The project to build the car that would become the Isuzu 117 started in the mid-1960s. It was clear that a sports car was needed as a halo model to get people into showrooms – many of whom would leave with a less fancy model of course.
As with a number of Japanese manufacturers, Isuzu had started out building cars under license from a British company – in this case Wolseley. Originally called the “Tokyo Ishikawajima Shipbuilding and Engineering Co., Ltd.” this company that would become Isuzu got its start building Wolseley vehicles knock-down kits sent from England, it later progressed to building automobiles designed by Wolseley under license in Japan.
Above Image: The Isuzu 117 became a cult classic in Japan, and it’s now becoming more popular overseas as interest in vintage Japanese sports cars continues to rise.
In 1923 the great Kanto earthquake struck Japan, destroying many railway lines, roads, buildings, and other infrastructure. Japan had very few heavy vehicle manufacturers at the time so many earthmoving vehicles were imported from the United States to aid in rebuilding. This was the inspiration Isuzu needed to begin building trucks, and today almost 100 years later heavy vehicles are still the company’s bread and butter.
In the mid-1960s when Japanese cars were starting to catch on in the West due to their low cost and good reliability, a few Japanese manufacturers decided to build sports cars to help elevate their image. As a result we now have cars like the Toyota 2000GT, the Datsun 240Z, the Honda S600, and the Isuzu 117.
Rather than start their sports car project from a blank slate, Isuzu opted to use the Florian sedan platform. This greatly accelerated development and reduced costs. Giorgetto Giugiaro penned the steel body for the new car, there can be no doubt that he drew heavily on the Fiat Dino design, however the 117 is its own car in every way despite its similarity to its older Italian cousin.
When it was released in 1968 the 117 was offered with a 1.8 liter single overhead cam (SOHC) inline-four cylinder engine that sent power through a four-speed manual transmission to the rear wheels. Later models would be offered with a DOHC engine, an automatic transmission, a 5-speed manual would become available, and the engine would increase in capacity to 1.95 liters.
In Japan the 117 became a cult classic in its own lifetime, the combination of Japanese engineering and Italian styling proved a hit, and the car was considerably more affordable than contemporaries like the Toyota 2000GT.
Above Image: This car comes well-equipped, with air-conditioning, power windows, and an AM/FM cassette.
Over the course of the 1968 to 1981 production run Isuzu built 86,192 examples of the 117. When they replaced it they did so with another Giugiaro-designed coupe – the Isuzu Piazza.
The car you see here is a 1975 Isuzu 117 XE that was very well equipped from the factory, featuring luxury options like electric windows, air-conditioning, an AM/FM cassette player, slimline chrome bumpers, and a wraparound backlight.
Inside you’ll find seating for four with more room in the rear seats that you may expect from a coupe of this size. The 117 also has a decent amount of trunk space and this example is fitted with those classic JDM front fender rear vision mirrors.
This car is due to cross the auction block with RM Sotheby’s on the 30th off June, the price guide is $30,000 – $35,000 USD which puts it well into affordable territory for vintage JDM royalty of this calibre. If you’d like to rad more about the car or register to bid you can click here to visit the listing.
Images: ©2021 Courtesy of RM Sotheby’s
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The remarkable supercharged Brough Superior SS100 Special you see here was painstakingly built by world-renowned Brough expert Ewan Cameron as an homage to Noel Pope’s Brooklands solo lap record-holding SS100.
Wearing little more for protection other than a leather helmet, Noel Pope set the fastest ever recorded motorcycle speed around the storied Brooklands circuit at 124.51 mph just before the outbreak of WWII in 1939.
The record stands to this day as the Brooklands circuit was never reopened after WWII, having been used as the site of the Vickers aircraft factory during the war years, and in the years after well into the late 1980s.
Some sections of the Brooklands bankings do still remain, they’ve become a Mecca of sorts for vintage racing enthusiasts from around the world and a popular place to park your car or motorcycles for photographs.
Noel Pope’s Brough Superior SS100 was the fastest example of the SS100 in the world when it was built, the SS100 being the fastest production motorcycle in the world at the time. The “100” in the name stands for “100 mph” as each motorcycle was tested and certified by the factory of being capable of this speed before being delivered to its new owner.
In the pre-WWII years very few production cars or motorcycles were capable of reaching 100 mph, so the SS100 helped Brough Superior establish themselves as the most desirable motorcycle company in the world.
Above Image: Note the chain-driven centric supercharger mounted ahead of the crankcase.
Brough Superior was founded by George Brough in Nottingham, England, in 1919. Frustratingly for his father who had started Brough Motorcycles back in 1908, George Brough named his company Brough Superior. He believed he could build superior motorcycles to those being offered by his father, and as it turns out, George was right.
Between 1919 and 1940 Brough Superior built a slew of different motorcycle models, the most desirable being the Brough Superior SS100 which earned the company the unofficial title of the “Rolls-Royce of Motorcycles” by H. D. Teague of The Motor Cycle.
The most famous Brough Superior owner must surely be T. E. Lawrence, better known as “Lawrence of Arabia,” who bought eight of them and died in an accident on number seven while waiting for number eight to be completed.
Thanks in no small part to the mighty JAP V-twin used on the original run of SS100s these motorcycles were not only the fastest in the world but also the most expensive, selling for the equivalent price of a nice new house in Britain.
As a result of the performance of the SS100 it was the bike chosen by Noel Pope as the starting point for his Brooklands speed record breaker. He added a chain-driven centric supercharger to the front of the engine and made a series of other modifications, resulting in a motorcycle that was capable of much higher speeds than its tires or brakes were designed for.
Above Image: The bike is fitted with a pair of eye-catching “Brooklands Can” silencers.
The motorcycle you see here is a modern day homage to this legendary Brooklands racer, it was carefully built by marque expert Ewan Cameron from a wide range of Brough Superior parts to be a close approximation of the original – it all works as it should and reassuringly Cameron explains that it’s already been ridden to the pub.
The project to build this bike started all the way back in 1987 when Cameron was just 17 years old, he caught the Brough bug from his father who was an SS100 owner, taking Ewan on rides early in his childhood and setting him on a path that would define the rest of his life.
Over the decades a huge collection of parts were amassed to build this bike including a rare Sturmey Archer 3 speed super heavyweight racing gearbox, Brooklands Can silencers, Castle forks, a 1,000cc JAP 8/80 v-twin racing engine, a pre-war Centric 260 vane-type supercharger, a Brough Superior SS80 fuel tank, and a frame and other parts from a “barn find” SS100.
The listing notes that this Brough and its new owner will be invited to this year’s inaugural Kilometre Lance Speedrace (in September), which is an event additional to the famous Bernina Gran Turismo in St Moritz, Switzerland.
If you’d like to read more about this unusual Brough Superior SS100 or register to bid you can click here to visit the listing on Bonhams. It has a guide price of £120,000 – £170,000 and it’s due to roll across the auction block on the 4th of July.
Images courtesy of Bonhams
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This is a rare Ogle SX1000 competition coupe, just 69 examples of the SX1000 are believed to have been built before the company founder David Ogle was tragically killed in an accident with a truck, while driving an Ogle Lightweight to the Brands Hatch racing circuit in England.
The Ogle SX1000 was developed as a new sports car that shared a platform with the then-new Mini back in 1961. The Mini had been unveiled in 1959 and it had quickly proven to be wildly successful, it pioneered the transversely mounted engine/transmission up front powering the front wheels – a layout used today by a vast array of cars.
When David Ogle saw the new Mini for the first time he realized it had great sporting potential, he also noted that he could use the steel floorpan and running gear as the platform for a new car of his own design.
Ogle had studied industrial design at the Central School of Art and Design in London after WWII, after graduating he designed radios for Murphy Radio, and Bush Radio. His best-known design from this period is the Bush TR82 transistor radio, he would later design the first generation Reliant Scimitar which uses a fiberglass body just like the SX1000.
During the Second World War David Ogle had joined the Fleet Air Arm. He would fly the Supermarine Seafire in operations in North Africa, the Mediterranean, and in the south of France at various times during the war. He rose to the rank of Lt Commander and was awarded both the DSC and the MBE.
Above Image: The Ogle SX1000 has a fiberglass body mounted to a Mini floorpan, and it makes use of the original Mini engine/transmission, brakes, and suspension.
When he first developed the Ogle SX1000 prototype, BMC (the British Motor Corporation) who were building the Mini refused point blank to provide parts. David got around this by offering to convert a buyer’s own Mini for £550.
BMC did eventually relent on the strict condition that the word “Mini” wasn’t used in any advertising, brochures, or promotional material. These cars that were built by Ogle from scratch sold for £1,190, which works out to approximately £26,000 in 2021 money – roughly double the cost of a new Mini Cooper S at the time.
It’s rumored that Ogle Design lost money on each Ogle SX1000 that was sold, depending on who you talk to either 66 or 69 were built between 1962 and 1964 when the company was shuttered two years after David Olge’s untimely death.
With its fiberglass body, race-proven Mini underpinnings, and excellent aerodynamics the Ogle SX1000 has proven to be a fierce competitor in the world of classic motor racing. The model’s rarity and relative obscurity ensures that it always draws a crowd in the paddock on race day, with very few people able to identify what it is on sight.
It’s not known exactly how many examples of the Ogle SX1000 remain in the world today, they come up for sale infrequently, typically with prices in the £30,000+ range making them reasonably affordable for what they are.
Above Image: This SX1000 is fitted with a 120 bhp 1,293cc BMC A-Series engine rebuilt to FIA specification running on 105 octane fuel.
The car you see here is a 1962 Ogle SX1000 that was originally owned by David Ogle himself. This Ogle is chassis number 004, making it a very early production model.
After David Ogle’s death in 1962 the ownership of this car passed to his wife who opted to keep in in storage rather that sell it on. Ultimately chassis 004 would remain in storage for 30 years before being acquired by an enthusiast who painstakingly restored the car to concours condition, first showing it to the public on the Cartier Style et Luxe lawn at the 2009 Goodwood Festival of Speed.
It was later decided to convert the car into a tribute to the SX1000 raced in the 1960s by John Handley, the man who would win the 1968 European Touring Car Championship driving a works Mini Cooper S.
The Ogle is now fitted with a 1,293cc BMC A-Series engine rebuilt to FIA specification running on 105 octane fuel, it produces a maximum of 120 bhp resulting in a very quick car due to its low curb weight.
If you’d like to read more about this unusual British race car you can click here to visit the listing on Bonhams. It’s due to cross the auction block on the 9th of July at the Goodwood Festival of Speed with a price guide of £30,000 to £40,000.
Images courtesy of Bonhams
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