Engineering and engine building are deeply embedded in the DNA for David and Julian Whitehurst, the father and son team who provide a wide range of specialist services from their busy workshop in Derbyshire…

They say that racing is in the blood. So too, it seems, is engineering. Often, those two skill sets are closely combined and that’s certainly true in the case of the Whitehurst family, with the current father and son team of David and Julian holding up a tradition that goes back a long way… David’s ancestry includes John Whitehurst, a well-known 18th Century scientist, geologist and clockmaker, who also designed a hydraulic ram that was a precursor of the original steam engine and, suitably inspired, David started building steam engines at school at the age of seven. The major influence, though, was his uncle, Reg Parnell, who was a highly influential racing driver of his time, immediately post-war, followed by seven Formula One championship races, as well as spells at Vandervell and BRM, racing for Aston Martin at Le Mans and later becoming team manager. During the summer David would often help Reg at his farm, driving the farm vehicles and tinkering with engines.


Far from boring, a recent technical seminar – presented by Reiner Holwein of MS Motorservice – highlighted the vital importance of correct honing practices…

Andover College hosted an IMI / FER technical seminar presented by MS Motorservice on the evening of Tuesday October 22. With the benefit of the expert tuition of Reiner Holwein, the highly experienced Service Trainer at MS Motorservice, from Neuenstadt in Germany, the presentation focused on various aspects of the honing processes for OE and aftermarket applications. Aimed at foremen and mechanics from workshops and engine reconditioners who are keen to expand their product knowledge, it provided a tailored and highly effective insight into the honing systems used by leading OE manufacturers, showing how to adapt these methods to everyday business practice in the aftermarket.

Clearly, effective honing of the cylinders after reboring is an important procedure in the process of remanufacturing an engine, but one which is perhaps not fully appreciated for its vital role in ensuring a long and effective service life for the new unit. Indeed, Reiner explained in great detail how poor practice in application, or the continued use of well-worn honing tools, results in an engine which will inevitably have high oil consumption and inferior power output throughout its much reduced service life.

Read the full article here…


A truly impressive operation, the Jim Stokes Workshop Group provides a wide range of expert services for classic car owners – from routine servicing and engine rebuilds to complete replications…

There can be few in the classic car scene who have achieved such an impressive business development, not to mention a huge degree of personal respect from others in the industry, as Jim Stokes. It’s a classic ‘acorns to oak trees’ story, progressing from a one-man-band business in his back garden to its current, almost legendary, status with five large industrial units on a business estate in Waterlooville, near Portsmouth, employing a dedicated and highly skilled staff of over 50 persons.  

Probably the main achievement is not so much the scale of the business, but that Jim has been able to maintain the exacting standards and quality of work that for so long defined him as a one-man operation. Where many businesses ‘lose it’ and have to compromise on quality when they expand too quickly, or too far beyond the control of their instigator, Jim has remained firmly in charge at the helm, ensuring that his own high standards are maintained, but without stifling the abilities and enterprise of his staff. 

The first part of Jim’s career (from 1970) was with Geoffrey Marsh, the owner of Marsh Plant, the plant hire company, when he was at college and night school during the beginning of each week, followed by working with other major restoration companies from Wednesday onwards.


Just 999cc and only three cylinders, but Ford’s multiple award-winning 1.0 EcoBoost engine punches well above its weight!

In the last issue we looked at the Ferrari 3.9 V8 bi-turbo which was the overall winner of the 2019 International Engine of the Year award, with four wins in a row giving it the most IEOTY wins in the 21-year history of the awards. It was an achievement that surpassed the previous triple crown honour shared with a very different engine indeed – Ford’s 1.0-litre EcoBoost, which was the overall award winner in 2012, 2013 and 2014. You could hardly imagine two very different recipients, but the diminutive three-cylinder Ford unit is almost as impressive as the 3.9 V8 in its own way. 

Indeed, while it might have been pipped to the post in terms of the overall award, an IEPOTY panel of 70 judges from 31 countries awarded the 1.0-litre EcoBoost a total of 145 points to win the Sub-150 PS category by 26 points, well ahead of BMW’s 1.5-litre B38 three-cylinder turbo and PSA Peugeot Citroen’s 1.2-litre three-pot turbo. Remaining undefeated in its category since launch in 2012, when it was voted as ‘Best Newcomer’, it brings the tally of International Engine of the Year awards to 11, including overall winner three times (2012 - 2014).


This year marks the 50th anniversary of the Scania V8. Michael Phillips pays homage to the ruler of the highways…

While this year sees Scania celebrating the 50th anniversary of the V8, the uncompromising powerplant which has captured the imagination of truckers the world over, the roots of this legendary engine date much further back, to the year 1902, although – at that time – any thoughts of a V8 were far into the future. 

Just two years old at the time, the Malmö-based firm was competing with its somewhat older domestic rival, Vabis, for a share of Sweden’s fledging automotive market. Starting with bicycles, Scania had diversified into powered vehicles and in 1902 it launched one of Sweden’s first two trucks. Vabis, with which Scania would merge in 1911, built the other in the same year.

Those first trucks were 1.5-tonners, powered by twin-cylinder 12 hp units capable of delivering just about enough grunt to hit the claimed 12 kph top speed, on a good day with a following wind. What would they have given for a powerful V8 back then?


The world’s first 300 hp diesel-powered outboard engine delivers a high level of performance, durability and efficiency for a wide range of marine applications.

Cox Powertrain has recently developed the CXO300 engine, described as the world’s first 300 hp diesel-powered outboard marine engine. A 4.4-litre, twin turbocharged V8 that delivers 480 lb.ft. (650 Nm) torque, it offers significantly increased durability over petrol variants and up to 25 per cent improved fuel efficiency, making it ideal for a range of applications including commercial vessels, leisure and sea rescue. With a displacement of 4.4 litres, the long-stroke 60-degree V8 diesel uses an aluminium alloy block and heads, with a compression ratio of 16:1, twin turbochargers and a high-pressure common-rail fuel injection to develop a crankshaft power of 338 hp (252 kW) and peak torque of 479 lb.ft (650 Nm). That equates to a propeller shaft power output of 300 hp (224 kW). Unveiled for the first time last November at the 2018 Fort Lauderdale International Boat Show, witha twin-engine installation fitted to the transom of Intrepid’s new 345 Nomad, successful in-field outboard validation tests by the US Navy and commercial demos of the CXO300 followed earlier this year.

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Converting classics to electric power raises as many questions as answers…

Continuing in the recent theme of alternative drivetrains, it seems that a company called Lunaz, based at Silverstone, is converting high-end classics to electric propulsion, with a declared mission “… to define the future of classics. We preserve the past by embracing the future, making the most beautiful cars in history a relevant proposition.”

Under the technical leadership of Jon Hilton, the former Technical Director at Renault F1, Lunaz is currently (no pun intended) preparing a 1961 Rolls-Royce Phantom V, a 1953 Jaguar XK120 and a 1956 Rolls-Royce Cloud for market introduction. While the Rolls-Royce Phantom V is specified with a 120 kWh power unit, the Jaguar XK120 is fitted with an 80 kWh electric battery pack. Currently in its final testing phase, the Jaguar XK120 by Lunaz has twin electric motors producing 280 kW (375 hp) and torque of 700 Nm (516 lb.ft.) from zero engine speed, which should provide effortless and prodigious performance. Engineered with fast-charging capability, regenerative braking systems and the integration of modern conveniences like traction control and cruise control, these cars will be the first electrified examples of their kind in the world.


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