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  1. DELAGE 15-S-8 (Both photos: copyright Olivier de St. Raph, see here) TOPIC INDEX The hereunder index is updated up to & including: 30 April 2017, 21:00h. Description and depiction of modeling / machining errors throughout the topic has (mostly) not been included in the index. To read the full thread is to see all mistakes and failed attempts in the order they were made, showing my learning curve starting from zero. GENERAL - Introduction to lathe + accessories (#5a-5o). - Introduction to milling machine + accessories (#6a-6g). - General body measurements (#7). - General body shape photogrammetry. TECHNIQUES - Lathe (#8-24). - Customizing a cutting tool (#25-28). - Using the dividing head (#3-3h), see also here (#30-37). - Using Excel for calculating milling positions (#147). - Soldering aluminium (#148-154), see also here (#156-157). - Hard soldering (#177-180). - Turned metal (#164-165), see also here (#166) and here (#181-184). - Electroplating (#185-191), see also here (#192-196). ENGINE - Engine assembly plan (#167-171). - Coolant linkage nut (#1-2), see also here (#8-44). - Spark plugs, final version (#85-89), see also here (#106-112) and here (#114-121) and here (#122-131). - Sloped engine block part (#136-146), see also here (#147). WHEELS AND TYRES - Wiring diagram (#4-4b). INTRODUCTION The Delage 15-S-8 (or 15 S8, or 155B), famously driven by Robert Benoist (in a team of four cars), was the most successful Grand Prix car of 1927. My admiration for the car started in the research and scratchbuild thread regarding the Fiat 806 when studying the Grand Prix of Milan and the Grand Prix of Italy, held on the 4th of September 1927. The Delage 15-S-8 won several races during the Grand Prix seasons of 1926-1936. Highly impressive, even more so than the history and achievements of this car, is the story of Robert Benoist, a talented and successful racing driver who, when the war started, joined the resistance and participated in dangerous missions (even after he was caught and had thereafter escaped) and who was eventually executed in Buchenwald concentration camp. To everyone who is, to a greater or lesser extent, interested in this car... welcome in this topic! Feel free to contribute in any way. This opening post will be updated from time to time. On the 22nd of January 2017, 30 sources of information were processed and 247 photos, 16 videos and 15 drawings referenced. HISTORY Introduction Louis Delage's career began at a trade school “Arts & Metiers” in the city of Angers, from where he graduated with an engineering degree in 1893. His employment included work for a railway company in the south of France, but in 1900 he moved to Paris where he was employed in the engineering and design department of Peugeot, from where he was made an offer to join Renault in 1903. In 1905 Delage raised enough money to open his own assembly plant in a converted barn in Levallois on the outskirts of Paris. The Delage Automobile Company grew rapidly and their vehicles soon gained a reputation for their stylish appearance and quality and as a dominant force in motor racing3. For more information about Louis Delage see link #20. In 1906 Delage started racing. Initially the aim was promotion of the brand2 (as well as showing his loyalty to France, wanting to build cars that would bring honour to his country3). In racing there were some early successes. By 1913 he had constructed a racing machine worthy of claiming the Grand Prix de France. His racing machines continued to evolve. In 1914, they featured double overhead camshafts and brakes on all four wheels. René Thomas drove a Delage in the 1914 Indianapolis 500 where he emerged victorious. In 1924, he set a land speed record at just over 143 mph. During World War 1, the newly built factory in Courbevoie was used for the production of military items3. In the 1920s, when his cars were renowned as fast tourers, racing had become more an indulgence. Winning the European Grand Prix Championship had become an obsession with Delage2. More about the pre-1926 Grands Prix with respect to Delage can be seen in article #12 and #14. 1926 The four racing cars 15-S-8 were manufactured in 1926. The new Grand Prix formula asked for 1,5 litre cars with a minimum weight of 600kg., to prevent the racing cars from getting 'terminal velocity'14. In an article of 19265 it is said: "Comme toujours, Louis Delage exige du neuf, du beau, du grand", meaning "As always, Louis Delage demands something new, something beautiful, something great." I advise to read that article by the way, as it gives a nice contemporary context. In an interview Peter Giddings, owner of chassis #4, says "Louis Delage said: 'build me the best car in the world, it must win' to young engineer and designer Albert Lory' and Albert Lory did just that" [after the 1927 modifications, I interpret Mr Giddings' remark]15. The 1926 car developed 170 HP at 8000 RPM, phenomenally high revving for the period. Nevertheless the engine was flawed. The exhaust pipe ran alongside the driver at elbow level and the twin superchargers mounted on the engine's near side gushed heat into the cockpit. Drivers didn't care for the new Delage at all. On a warm day they were parboiled. Driver changes in one race were so frequent that the entire team was disqualified. At Brooklands (the third race the Delages participated in), a pan of cold water5, 20 (some say champagne10) was kept for relief during pit stops. "One could actually hear boots hissing as they went into it", one driver from the Talbot team commented. Still, Delage did win its first race of the season that day2 5 while one car's instrument panel burst into flames10. For detailed info on the 1926 season see article #5 (paragraph starting with 'Louis Delage n'entend pas'). If you are interested in reading about the intoxication of Robert Benoist, the hospitalization of Morel and burnt foot plus headache of Bourlier, all during the Spanish Grand Prix, see the same article, paragraph 'Confirmant une vélocité'. The Delages did not compete in the last race of the 1926 season (Monza) because the cars simply were not fit for the job5. During the 1926 season, whenever the team drivers were roasted or poisoned, fans would present themselves from out of the audience, to volunteer driving the cars.10 Different times indeed! The main problems with the 1926 car were that the engine and transmission box were too close to the driver (the transmission shaft almost touched the hip of the driver), the exhaust was near the driver's feet (hence the burnt feet) and finally the exhaust fumes that were highly toxic (40% benzol, 20% alcohol, 40% petroleum and a bit of ether) went straight into the cockpit (hence the intoxications). Lory made emergency modifications for the remaining 1926 race. For more information on the ending of 1926 race season, see article #5, paragraph starting with "Consolation". 1927 The following year the cars had been modified into the beautiful shape we're going to try to replicate. Louis Delage instructed the car's Designer, Albert Lory, to made yet more improvements to what was already his masterpiece. More on the 31 year old Lory can be read in article #5, specifically the paragraph starting with 'Albert Lory est alors'. Even more to be read of him in article #30. The engine had been offset to the left (imitating the Talbot), the exhaust moved to the left and improved5. The cylinder head had to be amended in order to facilitate the left hand exhaust10. In fact the block was turned 180 degrees do that the exhaust now faced to the left. Two lateral Roots compressors were replaced by a single compressor in the front. The radiator remained almost fully straight (it had an inclination of only 10 degrees) and a false front grille was added to improve the lining of the car5. The second mechanic's seat was discarded10. The 8-cylinder 1500 cc engine was a technical marvel, having been designed with the utmost precision1. It is described as 'the pinnacle of engine design at the time'12. The exhaust system was moved to the other side, the twin superchargers were replaced with one larger front-mounted blower, the radiator was raked and the engine was offset to lower the body, resulting in one of the lowest frontal areas of any GP car for years. The jewel had become a milestone in race car design2. More about the engine and its performance in link #21, second half of the text. During the 1927 race season, of the team's four racing drivers Robert Benoist was most successful, winning each of the 4 Grand Prix held in Europe. Delage didn't participate in the Indianapolis race. In 1927 there were four cars and five engines1. Benoist's fame was such that for years after policemen would ask speeding motorists "Who do you think you are, Robert Benoist?"2. A detailed report of the 1927 racing season can be read in article #5 (paragraph starting "Divo (Talbot) devait") and in article #6 (first paragraph). An overview of the most important Delage 15-S-8 racing history results can be seen here and here. Some professional views on the car: in The Classic Twin-Cam Engine Griffith Borgeson calls the Delage 15-S-8 ‘a consummate masterpiece in every sense’, and observes that ‘[t]he preciousness of these cars has always been self-evident’. In The Grand Prix Car 1906–1939 Laurence Pomeroy writes, ‘The Delage engine literally represents a technical tour de force both in design and construction.’ Denis Jenkinson in Directory of Historic Racing Cars says, ‘the 8-cylinder Delage 1,500 cc became a land mark in Grand Prix design’. Looking back from the perspective of three-quarters of a century, Karl Ludvigsen in Classic Racing Engines writes, ‘Size for size this was the finest racing car yet seen’; ‘the 15-S-8 Delage was Europe’s finest 1.5 litre racing car’; and ‘They were the crowning glories in the career of Louis Delage, who would never again attempt to build racing cars of such sublime extravagance.’20 After 1927 His obsession surmounted, Louis Delage closed his race department and returned wholly to manufacture 'regular' cars. The team cars were sold and continued competing in private hands. Detailed information about that is to be found in article #6. In 1936 at the request of Prince Chula on behalf of his cousin Prince Bira, Lory designed two more chassis providing an independent front wheel suspension system. These two cars, chassis 5 and 6, were built in the UK1, 6. A victim of the Great Depression, Louis Delage was forced out of his company in 1935. A Delage dealer named Walter Whatley purchased the company’s assets. This proved to be a pipedream for him, and soon he was looking for aid from an automotive partner who could help with the costs of engineering, development and manufacturing. Luckily he found the assistance he was looking for — at Delahaye. An agreement was reached which allowed the Delage name to continue3. Louis Delage died, penniless, in 19472. The Grand Prix engines after 1927 (to 1937) were 'in recession' as compared to the Delage 15-S-8, as mentioned at the end of article #21. Chassis numbers Six 28-S-8 cars were produced (four Delage race team specimens and two later versions1, 6). Hereunder a summary of what is (mainly) written in article #1. Much more information is to be found in article #6 (that also gives a different chassis number overview). Chassis #1 (21624) Owned by the Rev's institute (American Collier Collection) in Florida, US, this is the best preserved car. Peter Giddings also says that this is the most perfect of the four original cars15. Mr Giddings continues: "It's the correct colour, the correct engine configuration, the correct original mechanical brakes (...)". Chassis #1 never had an accident and still has its original bodywork. In 1927 Delage entrusted the car to Divo and in 1929 it took part in the first Monaco Grand Prix. It is fitted with engine #51. See here. Chassis number is 216422. It was once owned by Briggs Cunningham6. Chassis #2 This is referred to as the 'laboratory car'. Robert Benoist drove it in the first race of the 1927 season (Montlhéry Grand Prix d'Ouverture). The car set a 1500cc world 24 hours record at Montlhery in 1932 when it was already 6 years old. Over the years both the engine and bodywork were replaced. It is currently on show at the Brooklands Museum in the UK, see here1. According to Brooklands this is the car in which Robert Benoist won the Brooklands GP of 1927. This car has an original Delage engine installed (before: ERA engine) but still has an ERA-type pre-selector gearbox15. More information about chassis #2 is to be found in articles #25, #26 and #27. Chassis #3 In this car Robert Benoist won several races in 1927. Built around engine no. 4, it was seriously damaged by Lord howe in 1932. Christophe Pund plans to bring this car back to life. Several original parts have already been reunited. Chassis #4 (18488) Owned by Peter Giddings, the car is nicknamed "Dick Seaman Black Delage". The car was driven by André Morel in 1927 and was taken to the US in 1929 to be raced by Louis Chiron in the Indianapolis 500. Once it returned to the UK it as modified by Dick Seaman. The car was fitted with engine no. 3. Its current racing number is '26'. According to link #9 this car was Benoist's championship car. More information about chassis #4 and its history in links #10 and #11. According to link #11 the racing heritage lines ran a bit differently than described before. This car was overhauled, improved and its weight was reduced. The compression was 'upped', using dome-sized pistons, and he carefully weighed, balanced, and tuned valves, rocker arms and camshafts, resulting in 185 bhp at 8,000 rpm. Ramponi also removed some 250 pounds from the car, resulting in a scale weight of 1,650 pounds. Ramponi also did what he could to stiffen the flexible chassis, by the addition of two pieces of hard oak to the front frame rails under the radiator shell. This marginally improved the rigidity of the frame. Today the oak has been replaced by New Zealand beech wood. Brakes were also upgraded to hydraulic, and an original five-speed transmission (a carry over from the earlier V12 Delage) was installed, replacing the Howe fitted heavy pre-selector gearbox. In 1968 the car was victim of a garage fire. The engine, which still turned over, miraculously survived, as did chassis axles, steering box/column, springs, hubs, fuel tank, among other parts. They remained virtually intact. However, the body, several of the aluminium castings and plumbing were lost. Nevertheless, Walker and Chisman once again restored the Delage and brought it back to life. From period automotive magazine and news reports it appears this restoration was close to a British national project with help coming from all parts of Britain. December 1970 saw the reborn Black Delage reappear for the Jacky Ickx Motor Racing Show in Brussels. When it was started up, the exhibition center emptied: the deafening high C scream of the engine had driven exhibitors and fans alike from the hall. Recently the car was restored to Seaman specifications11, 12. For more information about chassis #4 see link #20. Chassis #5 (WMG-101) The GP5 was ordered by Prince Chula for his cousin Bira who owned three Delage 1500s at the same time in the 1930s. It was built around engine no. 2, together with bodywork panels. Prince Bira raced it from 1937 up to 1946 in the Geneva Grand Prix. It is currently part of Jean-Claude Miloé's collection1. Chassis #6 The GP6 raced at Goodwood in 1949 with a Delage engine. At the time it had the Rob Walker Racing Team colours and, following an engine failure, was fitted with an ERA model in 1950, earning it the nickname "ERA Delage". It continued racing up until 1952, going up against the first Ferraris and raced in 2016 at Laguna Seca and won its class. It is currently on show at the Peter Mullin Museum in California, see here. CAR SPECIFICATIONS General Build year: 1926 Modified: 1927 Power: 170 BHP at 8,000 RPM2,4, 8, 9, 14, 20, 21, 29 or 7,500 RPM7 or 150 BHP at 7,500 RPM17 or 150 BHP at 7,000 RPM23, 24. Some say 9,000 RPM was 'occasionally' used during racing9 (1926: 160 BHP at 7,500 RPM10) Body type: pressed steel9 Chassis: steel ladder type14 Steering: worm & wheel9, 12, 14 Weight: 1805 pounds2 or 750 kg7 or 748 kg9, 14, 29 or 1600 pounds12 Weight measurements of 1926 GP season: minimum 600KG. 1927 GP season: 700KG. Top speed: 210 km/h4, 14 or 209 km/h9 or 132 mph12 or appr. 130 mph21 Rear axle ratio: 5,20:112 Engine Engine: 8 cylinders in line, 1486 cc2 or 1487 cc7 or 1488 cc9, 12, 14, 20, 29 Camshafts: twin, overhead Carburetor (1927): Cozette9, 12, 14, 20, 21 on the left of the supercharger12 ,horizontally placed20 (1926: twin Zenith)9 Magneto: single, Bosch10, 12 Magneto position: right side20 Valves: two valves per cylinder2, 7, 8, 14, 29, 30 Borexstroke: 55,8x76 mm.7, 9, 12, 14, 23, 29, 30 or 78 mm.29 or 57,5x75mm.21 Engine compression rate: 6,5:1 12 Inclination of valves to combustion chamber: 50 degrees from the vertical7, 12 Intake valves: 31mm.12 Exhaust valves: 29mm.12 Number of bearings in the engine: 6212, 21 or 6523 Spark plugs: 18mm., aperture of 8mm12 Cylinder head: integral with cast iron block.10, 12, 14, 21, Crankcase was aluminium10 Fuel: 40% benzol, 20% alcohol (methanol), 40% petroleum and a bit of ether5, 12, 20 or gasoline4 Exhaust: fabricated steel, left side of engine (1927)12 Engine and gear assembly attachment: to frame at its nose and at clutch housing. It adds little stiffness to the frame12. Supercharger Supercharger: twin Roots (1926), single Roots (1927)9, 12, 14, 21 Blower boost: 7,5 psi at engine speed12, 21 Delivery pipe: from blower along right side of engine to center of an eight-branch inlet manifold with blow-off valve at its center to protect the blower from backfires12 Gearbox Number of gears: 5 including one overdrive, excluding reverse7, 9, 12, 14, 20, 21, 23, not synchronized12(the claim on Wikipedia that there are only 4 gears is incorrect unless the car's designer Mr Lory was wrong... let's not assume that 4) Clutch: multi-plate clutch9, 12, dry12 Gears: 1st. 2.25, 2nd 1.68, 3rd 1.27, 4th 1.00, 5th 0.8512 Suspension, brakes and wheels Suspension front and aft: rigid Axle (or: live axles) with semi-elliptic leaf springs, Hartford shock absorbers (or: friction shocks)?, 12, 14 or beam axle front suspension with semi-elliptical leaf springs, live axle rear suspension with semi-elliptical leaf springs20 Brakes: mechanical, 4 drums4, 14, 20, with power assist (gearbox driven servo)7, 9, 12, chassis #4 in 1936 fitted with Lockheed hydraulic brakes12 General measurements Wheelbase: 2.500 mm.2, 20 or 2.495 mm. /98,2 in.9, 14, 29 or 98,8 in.10 or 98,5 in.12, 20 or 8 feet, 2 1/2 inches13 Track gauge front and rear: 1.300 mm.7 or 1.345mm.9, 14, 29 or 53 in.10 or 51 in.12 or 4 feet + 5 inches13 Maximum height (top of cowl): 0,90m.7 or 35,5 in.10 Minimum width of car body in 1926 GP season: 70cm. Overall length: 12 feet + 1 inch13 Offset-position of engine: 4 inches12 TECHNICAL DESCRIPTION7 The following technical description of the Delage 15-S-8 (apologies for the sometimes bad translation) was given by its designer Mr Lory, in the same order as the car was built. It is very useful for scratchbuilding purposes and understanding how the car works. The chassis rails are made of thin sheet metal (3 mm.), being nickel-plated steel sheet to achieve maximum resistance with minimum weight. The rails are joined through very light cross-bars at the front and by tubes at the rear. This assembly is not done, as with a normal frame, through rivets but with bolts. The mounts ('hands') of the front and rear springs, carved in a masse of chrome nickel steel, are bolted to the chassis. This construction is reinforced by aluminium wedges. The front springs are lower than the chassis, the rear springs are higher than the chassis, in order to lower the car as much as possible. The front axle, also made of high strength steel, is very light, although it must undergo enormous torsional forces during braking. It is executed in three parts that are bolted together, in order to obtain a perfect machining required to compensate for the thin gauge of the steel. The front springs are fixed to the two outer base arms, taken in the mass of these arms, by means of steel housings that, at the same time, serve as attachment points for the shock absorbers as well as supports for the jacks. The spindle arms have trays and turn on the axis of the axle through bearings, to avoid any major impact in direction. The front track gauge is 1,30m. The rear axle, which is entirely taken in the mass of the same nickel chromium-plated steel as the front axle, is made in three parts: a case that bears all the pinions and two 'trumpets' fixed to the springs by stirrups, the thrust and the reaction taking place through these springs. It has a differential with tapered sprockets, the tapered torque being straight-toothed air-hardened steel; its reduction is about 1 to 6. Like the front track gauge, the rear track gauge is 1,30m. The wheelbase is 2,50m. Now the engine block and box were fixed to the frame, which box also contained the crankset and the small controls (idle speed, ignition advance, oil pressure), in order to make all these controls independent of deformation of the chassis. This block is connected to the longitudinal members by two transverse plates, the rear being clamped between the crankcase and the gearbox, the front one being articulated around the engine axis. The engine has 8 cylinders in line, bore 55,8mm., stroke 76mm., total cylinder capacity: 1,487 cc. The explosion chamber is hemispherical and has two valves, an inlet and an exhaust, which are inclined by 50 degrees to the vertical, the spark plug being in the axis of the cylinder. The two very high temperature resistant steel valves required a thorough study of shape and weight. They are pushed back by three concentric springs. Despite the high temperature in the explosion chamber, the valves do not suffer. The camshafts, one for the intake and one for the exhaust, trigger the valves by means of 'linguets', they are drilled from one end to the other in order to supply oil to each cam. Mounted entirely on bearings, they are made of hardened chrome nickel. The cylinder is made in one piece of cast iron with 'water jackets'? The entire coupling (connecting rods, pistons, piston spindles) had to be seriously thought over, considering that -despite the small bore or 55,8mm.- it should be able to withstand explosions and inertia of 1,5 tonnes. And this every half-turn, that is to say every 1/260th of a second. The highly ribbed piston is made of premium quality aluminium; the shaft, very thin, is made of quenched and tempered steel. The two-piece connecting rod for mounting on the single-piece crankshaft, the crankshaft comprises of 9 roller bearings. The connecting rods are also mounted on their crank pins by means of rollers rotating directly on the crankshaft and in the connecting rod, which requires these two nickel-chrome-hardened chrome parts. The machining of this crankshaft required great precautions, in view of all the deformations that occur in the successive heat treatments of annealing, carburizing and quenching. At the front of the engine there is a chain of gears which controls the oil pump, water pump, magneto (only one), compressor and camshafts. All these steel gearwheels, quenched by air, processed by 200 kg (?), have a width in accordance with the power they are to transmit; including the oil pump gearwheel that has a width of 3mm. A Roots-type, two-bladed compressor sucks in the air from a single carburetor and is connected to the cylinders through a steel pipe, on which the safety valves are located. The discharge pressure being much greater than 1 kg, the heat of compression of the gases is partly evacuated through vanes coming from the foundry with the compressor housing, which is located at the front to receive as much air as possible during working. The volumetric compression ratio is 5. The cooling is obtained by a centrifugal pump and radiator. The lubrification is done by means of three gear pumps located in the oil bath housing. One sucks the oil into a radiator independent of the engine, distributing it to each bearing; from there it greases the connecting rods by centrifugal force. The other gear pump also sucks up oil into the radiator, ensuring the lubrication of the gearwheels, compressor and camshafts. The third pump, which is a drain pump, sucks oil from the crankcase so that there will never be any remaining oil, and returns it to the radiator. The operating speed is 7,500 revolutions (the engine has rotated above 8,000 revolutions). Power and torque curves are almost straight lines. An average pressure greater than 16 kg. is achieved at the moment of maximum torque. The dry-operated clutch is multi-disc to stay in a small diameter, in order to lessen the effects of centrifugal force. As in all these clutches, small springs are inserted between the discs to detach them at the moment of disengagement. They had to be mounted in a very special way to prevent them from unfolding under the action of the centrifugal force at 7,500 revolutions and to leave their axis completely. The gearbox has 5 speeds (including one overdrive) and one reverse gear. There are three countershafts. The gearwheels are quenched by air, processed by 200 kg (?), allowing them to be small in relation to the transmitted power; but it makes machining them more difficult. At the rear of the box there is a mechanical servo-brake controlled by wheel and worm. The lubrication is ensured by a small pump located in the gearbox. The transmission is done by two cardan joints mounted on ball bearings. The cardan shaft, having a length of 0,60m. and turning at 7,500 revs., in addition to the torsion power, undergoes a great stress through buckling. But considering its shape and composition of hardened steel, its critical speed is three times that of the engine. It should be noted that no rotation, through the chassis, takes place on a plain bearing; everything is mounted on rollers or on balls. The foot brake acts on the four wheels via the mechanical servo-brake; a quick brake adjuster, allowed a shortening of cables by several centimeters, is interposed in the control. The fully independent handbrake acts on the rear wheels only. The brake drums, which are excessively rigid and equipped with cooling fins, are made of steel treated at 160 kg. As for the jaws, they are also made of chrome nickel steel and taken in the mass (?), which gives them a high rigidity and a low weight. The steering is one of the most delicate parts of the car as regards good handling, high accuracy at high speed and negligible wear. It is a system of 'vis et secteur' [don't know how to translate] (the screw being a single piece jointly with the steering column) and transmits its movement to the wheels by means of very rigid levers and rods, the levers being fixed on the rockets by means of plates. To improve directional clearance and remove [prevent?] reactions, the 'jumelles' [don't know how to translate] were placed at the front of the springs. The whole assembly forms a flexible and very deformable frame, avoiding too much stress when passing the windings of roads or tracks; but this requires a three-point articulated mounting for the fuel tank and the oil cooler. The large gasoline tank (150 liters) is located in the V-shaped rear section, giving it a rather complicated form. It contains a second small emergency tank, the passage from one to the other is easily made to operate by means of a three-way valve. The fuel arrives at the carburetor under pressure, upon starting the car supplied by a small hand pump, and running by a pulsator driven by the engine and located at the end of the camshaft. The filling of the large reservoir and that of the second emergency tank, is done by two large stoppers that can be dismantled in a quick way. All petrol and oil pipes are, although rigid, designed to avoid being torn or broken in case of deformations of the chassis. The honeycomb radiator is mounted at the front of the axle on two ball joints; it is covered with a fake radiator cover (sloped), hiding the front 'mains' [grips]. Its filling is done by a cap hidden under the hood but accessible without needing to lift the hood. All the bolts of the car are made of special steel with a 100 kg high resistance to elongation. The engine was off-centered to the left of 100 min (steering to the right) in order to better balance the car in the transverse direction (the driver being alone on board) and at the same time to provide a wide and comfortable seat and ample room for pedals. The instruments on board are kept to a minimum, given the difficulty for the driver to look at them at great speed: a very large tachometer in which the zones of use and the boundary zones are tinted differently; an oil pressure gauge and an air pressure gauge regarding the fuel, the contact of the magneto. The bodywork, made in an angle (?) of aluminium-coated duralumin, is made in two parts; its total weight is only 25 kg. The underside of the body is absolutely flat, [to prevent] resistance to forward movement; only one passage allows the entry of air going into the oil cooler. The car at its highest point is 0,90m. from the ground and the top of the radiator is lower than the top of the wheels. The 1,30m. track gauge, 2,50m. wheelbase and maximum height of 0,90m. make the car look solid, stable and strong, for an unladen weight of 750kg. The engine safely gives as many horses as possible; the car, with a reduced master-torque, has a minimum weight combined with the necessary strength. This results in a high speed with respect to the displacement and a speed of acceleration which is limited only by the adherence of the wheels the ground, since each horse carries only a dead weight of 5 kg. PHOTOS There are four categories in this section: photos of 1926, photos of 1927, photos from the period 1927-1936 and modern photos. The photos are indexed so that the first character is chassis number (1 - 6, U=unknown), the second character indicates the view (F=front, T=tail, L=left, R=right, I=interior, E=engine&gearbox, S=suspension&wheels; whereby the main focus of the photo is decisive. A photo taken of the left front section could be coded 'L' if it was slightly more to the left. Taken a bit more to the right it would be coded 'F'. The third, fourth and fifth character is the number of the photo as processed in the list. For example the hypothetical code '3F0353' would mean 'Chassis 3, front view, photo #353'. I'd like to recommend the participants and followers of this thread to save the photos, drawings and videos to their hard disk. The files can be named the provided codes. This way, on your hard disk you'll get a visual overview in logical order (per chassis, then per section). To save the photos, right-click on the link and then select 'copy'. The text of the link is now copied to the computer's memory. Next, click on the link. In the newly opened browser tap, right-click on the photo and choose 'save image'. In the 'saved name' subscreen, paste the copied name (ctrl-v on Windows computer, command-v on Mac). Save the file, close the tab and go on to the next one. The same goes with Drawings. With images hosted by Flickr, choose 'original format' and save them to your hard disk. Locate the map they are saved in, rename them and copy them to your Delage image map. Referenced photos and drawings from copyrighted material (PDFs, books) can only be saved to your harddisk if you have the source. In a PDF you can save a separate page for example (if you want you can crop that page), while a book page can be scanned. Unfortunately due to copyright issues I cannot post or hyperlink those images here. Videos can easily be downloaded in HD by using 4K Downloader, see here. One exception is V015 which is hosted by Cinecitta Luce. Many thanks to @Olivier de St Raph for allowing me to upload and use his photos of chassis 1 taken at Revs Institute. Photos 1926 - 01926-UR0040 01926-UF0042 01926-UR0053 01926-UL0189 01926-UL0192 01926-UR0209 01926-UR0219 01926-UR0227 01926-UR024630, P1 Photos 1927 - 01927-UF0039 01927-UL0041 01927-UF0043 01927-UF0044 01927-UE0049 01927-UF0052 01927-UR0054 01927-UL0055 01927-UF0183 01927-UF0186 01927-UF0188 01927-UF0189 01927-UL0191 01927-UF0193 01927-UF0200 01927-UL0203 01927-UR205 01927-UL0206 01927-UR0226 01927-UR0229 01927-UR0230 01927-UR0231A 01927-UR0231B 01927-UL0232 01927-UF0233 01927-UF0235 01927-UR0239 01927-UE024530, P5 Photos 1928-1936 or unknown - 01928-UF0128 01928-UF0045 01928-UR0129 01928-UL0172 01928-UR0184 01928-UR0185 01928-UL0187 01928-UF0190 01928-UR0194 01928-UL0195 01928-UF0196 01928-UF0197A 01928-UF0197B 01928-UE0199 01928-UF0202 01928-UF0204 01928-UR0207 01928-UF0208 01928-UL0209 01928-UF0209 01928-UF0210 01928-UF0211 01928-UF0212 01928-UR0228 01928-UF0234 01928-UL0240 01928-UE0241 01928-UL0242 01928-UL0243 01928-UR0244 Modern photos Front section - 1F0005 1F0007 1F0060 1F0146 1F0148 1F0164 - 2F0173 2F0174 2F0175 2F0177 2F0178 2F0217 2F0220 2F0221 - 4F0017 4F0018 4F0025 4F0035 4F0036 4F0037 4F0077 4F0080 4F0089 4F0099 4F0111 4F0116 4F0140 - 5F0056 5F0057 5F0058 5F0061 5F0063 5F0064 5F0066 5F0131 5F0133 5F0170 Tail section - 2T0224 2T0225 - 4T0021 4T0022 4T0034 4T0115 4T0117 4T0120 4T0142 - 5T0069 5T0134 5T0135 5T0166 5T0169 5T0181 - 6T0141 Left section - 1L0001 1L0006 1L0149 1L0159 - 2L0160 2L0213 - 4L0079 4L0104 4L0144 4L0162 - 5L0059 5L0067 5L0163 5L0167 5L0168 5L0180 Right section - 1R0008 1R0009 1R0013 1R0014 1R0075 1R0165 - 2R0051 2R0171 2R0176 - 4R0023 4R0024 4R0078 4R0113 4R0114 4R0143 4R0145 - 5R0065 5R0068 5R0132 5R0134 Interior - 1I0002 1I0011 1I0012 1I0015 1I0155 1I0156 1I0073 1I0157 - 2I0216 2I0223 - 4I0020 4I0081 4I0082 4I0083 4I0088 4I0100 4I0101 4I0102 4I0103 4I0109 4I0110 - 5I0130 5I0137 5I0182 Engine&gearbox - 1E0003 1E0150 1E0151 1E0152 - 2E0038 2E0147 2E0179 2E0214 2E0215 2E0222 - 4E0016 4E0019 4E0026 4E0027 4E0028 4E0029 4E0030 4E0031 4E0085 4E0086 4E0087 4E0090 4E0091 4E0092 4E0095 4E0096 4E0097 4E0098 4E0105 4E0112 4E0118 4E0121 4E0122 4E0123 4E0124 4E0125 4E0126 4E0127 4E0129 4E0161 - 5E0048 5E0070 5E0071 5E0072 5E0136 5E0138 5E0139 5E0140 5E0237 - UE0046 UE0047 Suspension&wheels - 1S0010 1S0153 1S0154 1S0158 - 2S0218 - 4S0032 4S0033 4S0084 4S0106 4S0107 4S0108 4S0113 4S0119 - US0074 US0076 VIDEOS V001: Tracktest and tune of chassis #4, extremely impressive onboard video of the car on track. Turn up the sound! V002: Test runs and demonstration of engine, chassis #4, shaky imagery but sound is good. V003: Some more ear candy of the chassis #4 car, short video. V004: ERA Delage, chassis #6, short video. V005: Test ride of chassis #1, bonnets off, unfortunately sound of the engine was too loud for the camera to record it without distortion. Better sound in V016. V006: Supercharged Grand Prix Cars 1924-1939, very interesting documentary with a lot of 1920s footage. Delage is seen from 9:30 to 10:20. V007: Onboard footage of chassis #2 in a demonstration. V008: Walking around chassis #4 showing off its fabulous engine and providing a nice view of the cockpit. V009: Short video of Chassis #1 in action, slowly but surely. V010: Walking around chassis #1, focusing on suspension, this at first looks unpromising but proves to be an interesting reference video. V011: Walking around a Delage, not sure what chassis number, perhaps an old recording of chassis #4 or chassis #2. Does anybody know? V012: Chassis #4 running stationary and looking the part. V013: Peter Giddings talking about chassis #1 and chassis #4, an interesting interview. V014: Original footage from the 1927 Brooklands Grand Prix containing several scenes in which the Delage is seen. V015: Original footage from the 1927 Italian Grand Prix containing a few scenes in which the Delage is seen. V016: Short video of chassis #1 being tested. Better sound quality than V005. DRAWINGS D001: left view of the car. D002: five way view of the 1926 model, Kenneth Rush. D003: five way view of the 1927 model, Kenneth Rush. D004: engine cutaway drawing. D005: engine cutaway drawing. D006A: engine cutaway seen from the front. D006B30, P6: engine cutaway seen from the front, slightly better and larger version. D007A: engine cutaway seen from the front. Mind that this drawing differs from D005. D007B: the negative version of D007A. D008: cutaway drawing of the car. D009: comparison of the 1926 - 1927 models. D010: five way view of the 1927 model, Jim Ison. D011: cutaway view + engine drawings of the 1927 model. D012: left side cutaway, drawn in 1942. D013: carburetor drawing 1 (thanks Revs Institute) D014: carburetor drawing 2 (thanks Revs Institute) D01530, P7: partial radiator and engine cutaway seen from the side. MISCELLANEOUS Sources of information and photographs: 1. https://www.retromobile.com/Visitors/Exhibitions-and-events/Events/Ninety-years-ago-a-French-manufacturer-won-the-world-Grand-Prix-championship-title-with-style. 2. https://revsinstitute.org/the-collection/1927-delage/ 3. http://autorestorations.co.nz/project/1927-delage-grand-prix/ 4. https://fr.wikipedia.org/wiki/Delage_155B 5. http://patrimoineautomobile.com/delage-1500-cc-1926/ 6. http://patrimoineautomobile.com/delage-1500-cc-1926-23/ 7. http://patrimoineautomobile.com/delage-1500-cc-1926-33/ 8. http://www.forum-auto.com/automobiles-mythiques-exception/voitures-anciennes/sujet378018.htm 9. http://www.supercars.net/blog/delage-15-s8/ 10. http://www.sportscardigest.com/1926-delage-grand-prix-car-profile/ 11. http://www.sportscardigest.com/1926-delage-grand-prix-car-profile/2/ 12. http://petergiddings.com/Cars/delage.html 13. http://www.smcars.net/attachments/delage-gp-gif.35609/ 14. http://www.ultimatecarpage.com/img/Delage-15-S8-22572.html 15. https://www.brooklandsmuseum.com/explore/our-collection/cars/gp-delage-Prix 16. http://revsinstitute.org/news/peter-giddings-interview-on-alfa-romeo-delage/ 17. http://www.autoconcept-reviews.com/cars_reviews/delage/Delage-15-s8-1500-gp-1927/cars_reviews-Delage-15-s8-1500-gp-1927.html 18. http://shop.simonlewis.com/delage-610-c.asp (thanks CrazyCrank) 19. http://www.delage.org/index.php/ 20. http://www.rmsothebys.com/lf07/automobiles-of-london/lots/1927-delage-15-s-8-grand-prix-car/192365 21. http://www.motorsportmagazine.com/archive/article/march-1943/4/racing-car (thanks NickD) 22. http://www.brooklandsarchives.co.uk 23. http://www.grandprixengines.co.uk/1st_Pressure-Charged_Era_(1PC).pdf (thanks NickD) 24. http://www.grandprixengines.co.uk/Note_5.pdf 25. http://www.prewarcar.com/magazine/previous-features/e-r-a-six-cylinder-e10000-1-018190.html 26. https://www.classicdriver.com/en/car/delage/15-s-8-grand-prix-car/1927/131763 27. http://www.psychoontyres.co.uk/tag/twelve/ 28. https://nl.pinterest.com/bertlion/delage-grand-prix/ 29. http://www.grandprixhistory.org/delage15.htm 30. 'Albert Lory, the man with the slide rule' by Sébastien Faurès, booklet issued for 'Amis de Delage' Yet to be processed: Book 'The 1926-1927 1 1/2 litre Delage
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