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Under the long hood of this 1931 Cadillac Series 452 Town Brougham beats a fantastic V16. g. s.
Sixteen Cylinders: The Aristocracy of Engines

Sixteen Cylinders: The Aristocracy of Engines

Santiago de Garnica Cortezo

Sábado, 25 de enero 2025, 08:25

In these times when one almost has to apologise for loving cars (I certainly won't), we are being "sold engines" with four or even three cylinders, which a few years ago would have horrified enthusiasts. Yet, with the "support" of one or two electric motors, these engines can now power vehicles weighing over two tonnes. Recently, Michael Schiebe, CEO of Mercedes-AMG, remarked, "we have lost some customers," referring to the current four-cylinder plug-in hybrid C63, compared to its predecessor, which boasted a fantastic 4.0-litre V8 biturbo under the hood.

Yesterday, as today, lifting a hood to see and, even better, hear an eight-cylinder or a twelve-cylinder engine revving up provides a very special pleasure to true car lovers.

Twelve cylinders in a V formation seem to be the magical formula, the perfect balance, but what if we talk about sixteen cylinders? Let's turn the pages of the history book of automobiles and travel back to the 1930s.

In the automotive field (aviation is another matter), the first V16 engines appeared in the United States in the 1930s. The first chapter of this story is named after the Cadillac V-16, marketed between 1930 and 1940. The block, with a displacement of 7.4 litres, weighed nearly 600 kg on its own, with power ranging from 165 to 185 hp, depending on the version. The "V" angle was only 45 degrees due to the narrow hoods of the time. With this V-16, Cadillacs could reach top speeds between 145 and 160 km/h.

Cadillac V16 engine G. S.

Cadillac's compatriot, Marmon, entered this battle and offered a V16 engine with an 8-litre displacement and 200 hp, lighter than its rival at 422 kg. However, the Indianapolis-based brand—first to win the famous 500 Miles and tested its engines on the famous circuit—unlike Cadillac, failed to attract wealthy American customers. Thus, launched in 1931, the Marmon V16 would disappear in 1933.

Bugatti and Bucciali

In Europe, specifically in France, Bugatti also considered a sixteen-cylinder engine, but in this case for a racing car. Since 1928, Ettore Bugatti, who had already designed a U16 engine with two crankshafts used in aviation, brought this technology to his racing cars. Powered by a 3.8-litre U16 engine with a supercharger and 250 hp, the Bugatti Type 45 Grand Prix reached 240 km/h.

This racing car enjoyed success in competition, especially with Monegasque Louis Chiron at the wheel. Ettore Bugatti considered fitting this 3-litre engine with 200 hp in a production model, the Type 47. But the 1929 crisis ended the project.

Also in France, the Bucciali firm presented at the 1930 Paris Motor Show, the TAV Type 5, better known as the Bucciali Double Huit. It had a Continental engine of 7,817 cm3 and 160 hp, transmitted to the asphalt through the front wheels, something revolutionary at the time when propulsion was the norm. But, in reality, this Bucciali was a show model, and when the final version was released, it "settled" for a twelve-cylinder V engine.

Maserati and Alfa Romeo

In Italy, Maserati adopted the V16 engine recipe in two racing cars, the Tipo V4 and Tipo V5 of 1929 and 1930. It was a self-made engine resulting from the assembly of two eight-cylinder engines. The Tipo V4 was equipped with a 4-litre engine producing 300 hp, propelling the car to 260 km/h. The Tipo V5 had a 5-litre engine that, depending on the version, delivered between 360 and 375 hp and reached 270 km/h.

A little later, in 1938, Alfa Romeo also opted for the V16. We are talking about the Alfa Tipo 16 C 316, ("3" for 3 litres and "16" for 16 cylinders) a single-seater used in the Grand Prix of the 1938 and 1939 seasons. It consisted of two V8 blocks from the Alfa 308, joined by a common crankcase. The resulting V16, equipped with a supercharger, produced 350 hp. In 1939, the engine changed its opening angle from 60 to 135 degrees, and with an increased displacement from 2,958 to 2,995 cm3, but still supercharged, allowed its drivers to have up to 490 hp.

The Auto Union, in the image a Type C from 1936, designed by Professor Porsche G. S.

But, despite all these horses, the Alfas were not as competitive as the German Auto Unions. Auto Union, recognisable by its four rings and which would later become Audi, entered the Grand Prix competition in the 1933 season. Designed by Professor Ferdinand Porsche to face the might of Mercedes-Benz, the Auto Union Type A single-seater was powered by a 4.4-litre V16 engine with a Roots supercharger, producing 295 hp, and reaching 280 km/h. This engine was located in a mid-rear position, a revolution compared to its adversaries, all of which had traditional architecture, i.e., front engine and rear propulsion.

The evolutions of the Type A, the B of 1935, and C of 1938, increased their power to 520 hp and, consequently, their performance: 315 km/h. Consider the tyres, brakes, and tracks of the time, and we will appreciate even more the skill of their drivers like Berndt Rosemeyer or Hans von Stuck.

The English Version

The English also took an interest in the possibilities of the V16, as demonstrated by the work of BRM (British Racing Motors) between 1947 and 1955. In Formula 1, BRM put a 1.5-litre V16 on the track. From 400 to 612 hp depending on the version, a small block supercharged by two-stage compressors supplied by Rolls Royce.

Fangio at the wheel of the BRM V16 at the Goodwood circuit in 1953 G. S.

But the reliability of this combination, which promised a top speed of 306 km/h, was not there. But there was a second attempt by BRM with an H16 engine. This was mounted on the BRM P83s that raced the 1966 and 67 seasons: Jackie Stewart was forced to develop the project and ended up leaving the team to go to Matra. And the BRM H16 was still seen in a grand prix in 1968. This engine was also mounted by Lotus in a 43/1, in the 1966 season, managing to win the United States Grand Prix thanks to the great Jim Clark.

Claudio Zampolli's Dream

The story of Cizeta begins with Claudio Zampolli (the name Cizeta comes from his initials pronounced in Italian, CZ). Born in 1939 in Modena, in the Golden Triangle as Ferrari, Lamborghini, and Maserati are located around the city, Claudio quickly became fascinated by beautiful sports cars. At 25, he joined Lamborghini and participated in the technical development of the Miura and Countach. In the mid-1970s, he was sent to the United States to develop a sales network for the Sant'Agata firm. Enamoured with California, he decided to stay there, where he started a business selling and maintaining Italian sports cars, which went very well. Among his famous clients (he owns a Lamborghini Countach) is Giorgio Moroder, producer, creator of songs for David Bowie, Kylie Minogue, Bonnie Tyler, pioneer of electronic and disco music, and composer of soundtracks for films including Midnight Express, American Gigolo, Superman III, Scarface, The NeverEnding Story, or Top Gun (his is "Take My Breath Away").

Zampolli tells Moroder about his old dream of creating a car. But he needs investors (it seems Sylvester Stallone was interested for a while). An agreement is reached: for 50% of the shares, Moroder provides the funds and Zampolli the technical experience for the remaining 50%.

Zampolli bet on a 16-cylinder engine for the Cizeta, considering there were already "too many" V12s F. P.

Zampolli settles in Italy and hires key men from Lamborghini. And Marcelo Gandini. Gandini brings with him the drawings he signed for the future Lamborghini Diablo but which were altered, against his opinion, by Chrysler designers (who bought Lamborghini in 1987). And Zampolli gives him the opportunity to "take revenge."

For the engine, the decision is made to have a sixteen-cylinder V, 6.0 litres: V12s were becoming too "common," in Zampolli's opinion. It produces 540 horsepower, allowing it to reach a top speed of 328 km/h. The Cizeta Moroder V16T, in prototype form, was officially presented on December 5, 1988, at the Century Plaza Hotel in Los Angeles during an evening hosted by Jay Leno. The response from the guests is positive and opens the possibility of manufacturing between 50 and 100 cars a year.

But Zampolli is a perfectionist, and the work is delayed to Moroder's anger, leading to a breakup in 1990. Zampolli was not discouraged and in 1995 repatriated all his tools to California to try to continue the adventure. The setbacks multiplied: Zampolli's personal bankruptcy, several lawsuits from dissatisfied customers (including one for 150 million against Jay Leno for defamation, which failed), customs intervention... However, Zampolli persisted, and the Cizeta was still offered by special order until 2018... without success. He died in July 2021 at the age of 82 without having been able to realise his dream.

And the Return of Bugatti

And, for the second time, we meet Bugatti in this story. After the failed attempt to revive this brand by Italian entrepreneur Romano Artioli, founder of Bugatti Automobili SpA (1987-1995), the Volkswagen Group acquired the manufacturing rights of the Molsheim firm. From there, they launched, at various motor shows, four prototypes: EB 118 (Paris 1998); EB 218 (Geneva 1999); 18/3 Chiron (Frankfurt 1999); and EB 18/4 Veyron (Tokyo 1999). A common point of these four prototypes is an 18-cylinder "W" engine.

A W16 and three electric motors combine for 1800 hp in the Bugatti Tourbillon G. S.

Derived from the last prototype, the EB 16/Veyron prototype was presented throughout 2000 at the Detroit, Geneva, and Paris shows. Among other modifications, it no longer carried the W18 engine but a W sixteen-cylinder. This engine, with a displacement of 8 litres and turbocharged (1000 hp), would be the one to power the "street" Veyron (talking about a "series" model in a Bugatti is more than debatable) in all its versions, and likewise, heavily modified, its successor, the Chiron launched in 2016, which thanks to the 1500 hp of the 8-litre W16 with four turbochargers, accelerates from 0 to 100 km/h in 2.5 seconds and reaches a top speed limited to "only" 420 km/h.

And last year, the Bugatti Mistral was presented, with a W16 engine producing 1600 hp, of which 99 units will be manufactured. And the Bugatti Tourbillon has already been announced, which will go on sale in 2016, with a production of two hundred and fifty units. In this case, its sixteen-cylinder W engine has a displacement of 8.3 litres and no longer features the Chiron's four turbos. But, instead, it uses three electric motors: two on the front axle and one on the rear, each with 340 hp.

The fortunate driver (in every sense, as they will have to pay a bill of 3.8 million euros plus taxes) will be able to enjoy 1800 hp... and all the advantages of the "0" label, including parking without paying the ORA (if they dare to leave their car on the street...), as this Bugatti is a plug-in hybrid that can travel 60 kilometres in electric-only mode.

New times, but always present, the eternal and exclusive dream of a sixteen-cylinder.

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