22:
247:(in Rossel's former factory), with a budget allocated by the Peugeot factory Through skill and ingenuity Ernest Henry would materialize innovative ideas and sometimes a little iconoclastic team. He wanted to get high speeds through the use of double camshaft in head-driven shaft with a bevel at each end. The engine born in early 1912 featured inclined actuating four valves for each of the four cylinders, a very good four-cylinder twin camshaft cylinder head with
532: "Peugeot designer Ernest Henry halved the engine of their 1913 Indy 500-winning 'L45' four-cylinder race car, and created the world's first 4-Valve, DOHC motorcycle (without the car's Desmo gear - which left Ducati something to boast about 40 years later), the '500M' racer of 1914, a parallel twin so technically advanced it could have landed from outer space."
90:
347:, 2.5-liter and 4.5-liter engines were installed, while maintaining the same technical design. Results were not as bright as in 1913, due to technical problems (especially tires) rather than mechanical. Peugeot nevertheless took second and fourth place: Arthur Duray in the 3-liter class and Jules Goux in the 5.6-liter class.
332:, 804.5 km to 122.155 km/h average. This was the first victory for the French auto manufacturer in the United States, and had an enormous impact on both sides of the Atlantic, especially this victory was acquired in front of the world's automotive "who's who". The new 5.6-liter took first and second place at the
468:
After this exploit Ballot, dubbed by
Charles Faroux, the father of two liters, decided to build in series which was to be the LS type 2, with a 2-liter four-cylinder engine with a two-camshaft, 8-valve head, which he continued manufacturing until 1924, despite its high price due to its refined design
319:
The
Peugeot factory estimates that 3 of the 1914 500M racers were built, although none appear to have survived today. The original factory drawings for this motor were discovered in 1998 by Emile Jacquinot (a documentation specialist for the Peugeot Museum) at the Peugeot family home in Valentigny.
280:
With these engines, Ernest Henry may claim the undisputed paternity landmark in the history of the automobile. They are not the first "4 valves per cylinder" or the first "dual overhead cam head," but they are the first in the world to combine the two techniques. All the most powerful racing engines,
452:
limited the displacement to 3 liters, so Ernest Henry conceived, according to the same technical architecture, a new straight-eight engine of 2.97 liters displacement. The maximum speed of the car was slightly reduced to 180 kilometres per hour (110 mph), but the usability further improved, and
315:
was the world's first motorcycle to use a double overhead camshaft cylinder head; the twin camshafts were driven by a cascade of gears between the cylinders, and used 4 valves per cylinder. The new machine was first raced in April 1914 on the
Rambouillet circuit, and in June, during the Automobile
202:
After studying
Applied Mechanics at Technicum (School of Engineering) in Geneva, Ernest Henry worked starting in 1906 on marine engines for Picker of Geneva, then moved to Paris in 1909, serving the Motos Labor manufacturing company (marine and aviation engines), before joining the ranks of Peugeot
460:
at Le Mans in July, with three eight-cylinder cars and a new four-cylinder 2-liter engine designed by Ernest Henry also participated in the race. De Palma finished second behind the
Duesenberg driven by the American Murphy, and the two came third with Jules Goux at over 110 km/h average! The
189:
His engine operational architecture was the precursor of modern engines. One biographer called him "perhaps the most brilliant engine designer ever"; another described one of his designs as "so technically advanced it could have landed from outer space". Henry's "theory, design and execution" of
495:
Henry's life following his career is less well known, mainly because of the very nature of his quiet character. He worked as a craftsman at home, and it seems that he did no more engine work after 1920. At the time of his death in 1950 at the age of sixty-five years, he worked in an engineering
388:
These performances were not to remain without notice in the United States. Peugeot's engine design had a lasting influence U.S. engineers for many years. Cars from previous campaigns remained in the United States, and were sold to
American drivers, among them
211:
Robert
Peugeot integrate it shortly after the team called "Les Charlatans" (a name given to the team by technical managers at the Peugeot factory in Beaulieu and who were opposed to this conception of race car), then composed the official Peugeot drivers
254:
As the chassis of this car was also much lighter and held the road better than the monsters of the early ages, the new
Peugeot first grand prix car, quickly became the car to beat, with improved tires it could reach 190 km/h (120 mph).
415:
in
December 1918, the driver René Thomas and Ernest Henry offered to Ernest Maurice Ballot the design of a race car that Ernest Henry had made during the war. The latter accepted and thus aimed to participate in the
426:
These four Ballot cars, which were designed in the utmost secrecy, naturally resembled pre-war
Peugeots, but Ernest Henry, who took the time during the war to improve his design before the war, resumed his sketch
316:
Club de France's âRecords Dayâ in Fontainebleau, it exceeded 122kmh (75 mph) over a measured kilometer and 121kmh (74 mph) over the measured mile. The engine was incredibly sophisticated for the time.
736:"Description of Peugeot racer, victor at Dieppe, Le Mans, Mont Ventoux and Boulogne â photographic reproductions disclosing details of design and construction â most consistent speed creation yet produced"
328:
1913 would be a great year in the history of Peugeot and the French automobile. On May 30 Jules Goux driving a L76 (with engine displacement reduced to 7.3 L to respect the rules of the race), won the
441:
However, during the race, repeated tire and wheel problems did not allow the high expectations set in testing. Albert Guyot finished in fourth place behind two Peugeots with Henry motors and a
423:
Ernest Henry had 101 days (it was in fact necessary to leave Paris no later than April 26, 1919 in order not to miss the boat) to finalize his study and create 4 complete cars for this event.
320:
Working in concert with the Peugeot Museum, engineer Jean Boulicot built a replica of the 1914 500M over 10 years, with the finished machine debuting at the Coupe Motos Legende event in 2010.
236:
had, in 1910, merged with institutions Peugeot of Audincourt, and this new leader of business, engage in the study and the financing of project race car, modern, for the Grand Prix of the
400:
Ernest Henry left Peugeot in February 1915, replaced by the engineer Marcel Grémillon who developed a 1-liter, five valve per cylinder, triple overhead cam engine in 1920-1921.
397:
who was one of Miller's employees in the 1930s. This type of engine in 4 cylinders form was used until the end of the 1970s, with the final win at Indy by Offenhauser in 1976.
438:
The straight-eight engine architecture was quickly adopted in the world of motor sport (in 1921 more than half of Indianapolis contestants were straight-eights).
393:
who would soon copy this exceptional mechanical architecture to overcome its cleaner engines in 4 and 8 cylinder versions, then after the bankruptcy of Miller,
262:: the type L76 (L for Lion) unlimited class, with a displacement of 7.6 liters, and the type L3 for three-liter restricted Coupe de l'Auto competition.
354:
run July 4, 1914, a month before the First World War. He dropped out, after taking serious risks, due to the many stops caused by defective tires.
698:
809:
766:
178:, who dominated Grand Prix auto racing from 1912 to 1921. His engine design directly influenced Sunbeam Racing cars as early as 1914; the
43:
789:
784:
243:
Ernest Henry, who was then 27 years old, started from a drawing board and a blank page in the racing department, working in secret in
667:
621:
462:
179:
65:
487:
in 1922. He directed the racing team group, in Darracq Suresnes. He then moved to the automaker Omega, it appears he left in 1924.
403:
Looking back at Henry's time at Peugeot, a writer in 1921 said his cars "won practically all races in which they were entered".
804:
292:, previously carried by shaft and bevel, now carried out by a cascade of gears, and lubrication was amended by adding a
277:. Thus the ideas of the team and the quality of work done by Ernest Henry achieved victory over everything before them.
373:
when the glorious 4.5 (1914) by Howard Wilcox and Jules Goux took first and third place respectively. The L25 won the
36:
30:
390:
167:
237:
47:
484:
183:
380:
The technical advances of Henry's engine designs allowed them to win races five years after their creation.
435:
capable of 2900 RPM and giving 150 hp for a top speed of nearly 200 kilometres per hour (120 mph).
703:
473:
270:
480:
457:
351:
266:
449:
432:
417:
370:
366:
358:
344:
329:
274:
350:
Georges Boillot lead the Mercedes armada with his 4.5-liter engine until the last lap of the historic
799:
794:
361:, Peugeot placed second with the same type vehicle as that of 1914, with the 4.5 L engine, driven by
305:
229:
708:
442:
431:
with four valves per cylinder, inclined at 60°, controlled by a dual overhead cam head, to equip a
175:
160:
132:
588:
194:
engines was to guide engine development in Europe and then around the world for the next century.
461:
British STD Combine was represented by two Talbot and two Talbot Darracq- all four were in fact,
336:
won at Mont Ventoux, and a streamlined L76 set a new world record speed of 170.94 km/h at
762:
756:
663:
617:
333:
312:
259:
369:
at an average speed of 133.994 km/h. Peugeot's third victory at Indianapolis was won in
758:
Auto Racing Comes of Age: A Transatlantic View of the Cars, Drivers and Speedways, 1900-1925
717:
394:
221:
217:
285:
recapitulate this formula, which is now becoming universal in production automobiles.
778:
309:
273:(the record), the Coupe de l'Auto, Circuit of Ardennes, the meeting of Boulogne, and
225:
699:"Tech Analysis: An Echo of the Past â The history and evolution of twin-cam engines"
340:
and won several other records on the same circuit in the hands of Goux and Boillot.
374:
233:
686:
553:
Bourdache, Jean (1989). La Motocyclette en France 1894-1914. Edifree, Paris, 1989
428:
412:
362:
248:
164:
735:
337:
213:
282:
89:
304:
In 1914 Henry adapted his automobile engine design for a new 500 cc
293:
289:
244:
191:
288:
In 1913, the 5.6-liter and 3-liter engines were further developed with
171:
483:
in December 1921, following an offer of Louis Coatalen to design the
152:
562:
Jardy, Alain (2013). 'Peugeot 500 GP 1914', RAD Magazine, Oct, 2013
156:
453:
this time the Ballot entries finished second, fifth and seventh.
251:, 4 valves per cylinder arranged in V, and 7.6 liter capacity.
472:
Also in 1921, the 8-cylinders distinguished themselves at the
15:
456:
The brand Ballot was the only one to represent France at the
761:, Jefferson, North Carolina: McFarland, pp. 121â214,
693:, 135â136 (Week ending July 26, 1969), Temple Press, 1969
589:"Henry leaves Ballot works to design faster Sunbeams"
138:
128:
120:
108:
96:
80:
476:played at Brescia and won by Jules Goux on a 3 L.
677:"Peugeot Racing Engineers (III): Ernest Henry",
170:, and is especially well known for his work for
323:
746:(15), Chicago, September 26, 1912 – via
529:
265:Peugeot L76 and L3 emerged as winners of the
8:
541:
88:
77:
571:
517:
465:the design of which was largely Henry's.
182:owe much to his work with Ballot and the
66:Learn how and when to remove this message
420:, the first post-war Indianapolis race.
29:This article includes a list of general
510:
324:Henry's engines in the Indianapolis 500
240:(ACF) and the Coupe de l'Auto of 1912.
605:Alpha Auto Encyclopédie 1974-1975-1976
299:
228:. This group had managed to convince
7:
718:"Pebble Beach 2013: Pass the poupon"
142:Creator of first 4-valve DOHC engine
716:d'Orléans, Paul (August 31, 2013),
607:. Paris: Ăditions Grange BateliĂšre.
258:These cars would be entered at the
653:(253), Ăditions LVA, February 2010
35:it lacks sufficient corresponding
14:
644:(241), Ăditions LVA, January 2009
249:hemispherical combustion chambers
707:, August 2, 2002, archived from
20:
660:Les Précurseurs de la Formule 1
496:company Levallois near Paris.
155:, Switzerland – 1950 in
1:
300:World's First DOHC Motorcycle
810:20th-century Swiss engineers
755:Dick, Robert (May 8, 2013),
614:Histoire du Sport Automobile
112:1950 (aged 64–65)
633:The Classic Twin Cam Engine
631:Borgeson, Griffith (1980).
826:
790:Swiss motorcycle designers
785:Swiss automotive engineers
640:"Peugeot en Compétition",
485:Sunbeam 2-liter Grand Prix
469:and careful construction.
658:Moity, Christian (2000).
448:The formula used for the
238:Automobile Club de France
87:
612:Flower, Raymond (1975).
338:Brooklands Motor Circuit
198:Early life and education
184:1922 Grand Prix Sunbeams
180:1921 Grand Prix Sunbeams
308:racing motorcycle. The
271:Mont Ventoux Hill Climb
50:more precise citations.
481:Sunbeam-Talbot-Darracq
479:Ernest Henry left for
458:1921 French Grand Prix
352:1914 French Grand Prix
267:1912 French Grand Prix
186:were designed by him.
805:Engineers from Geneva
649:"French Correction",
450:1920 Indianapolis 500
433:straight-eight engine
418:1919 Indianapolis 500
391:Harry Arminius Miller
367:1916 Indianapolis 500
359:1915 Indianapolis 500
345:1914 Indianapolis 500
330:1913 Indianapolis 500
662:. Ăditions E-T-A-I.
306:straight-twin engine
161:mechanical engineer
133:Automotive engineer
103:Geneva, Switzerland
616:. Ăditions E.P.A.
474:Italian Grand Prix
463:Sunbeam Grand Prix
411:At the end of the
275:Coupe de la Sarthe
768:978-0-7864-6670-2
687:"Part 1: Peugeot"
542:European Car 2002
334:French Grand Prix
313:racing motorcycle
260:French Grand Prix
146:
145:
76:
75:
68:
817:
771:
751:
724:
712:
694:
682:
673:
654:
645:
636:
635:. Dalton Watson.
627:
608:
600:
575:
569:
563:
560:
554:
551:
545:
539:
533:
527:
521:
515:
395:Fred Offenhauser
159:, France) was a
92:
78:
71:
64:
60:
57:
51:
46:this article by
37:inline citations
24:
23:
16:
825:
824:
820:
819:
818:
816:
815:
814:
775:
774:
769:
754:
734:
731:
729:Further reading
715:
697:
685:
676:
670:
657:
648:
639:
630:
624:
611:
603:
587:
584:
579:
578:
570:
566:
561:
557:
552:
548:
540:
536:
528:
524:
516:
512:
507:
502:
493:
409:
386:
326:
302:
290:camshaft timing
281:to the current
269:in Dieppe, the
224:, who had left
222:Paul Zuccarelli
218:Georges Boillot
209:
200:
163:. He developed
116:
113:
104:
101:
83:
72:
61:
55:
52:
42:Please help to
41:
25:
21:
12:
11:
5:
823:
821:
813:
812:
807:
802:
797:
792:
787:
777:
776:
773:
772:
767:
752:
740:The Automobile
730:
727:
726:
725:
713:
695:
683:
679:The Automobile
674:
668:
655:
646:
637:
628:
622:
609:
601:
599:, July 7, 1921
583:
580:
577:
576:
572:Motor Age 1921
564:
555:
546:
534:
530:d'Orléans 2013
522:
518:The Motor 1969
509:
508:
506:
503:
501:
498:
492:
489:
408:
405:
385:
384:Peugeot legacy
382:
325:
322:
301:
298:
230:Robert Peugeot
208:
205:
199:
196:
144:
143:
140:
139:Known for
136:
135:
130:
126:
125:
122:
118:
117:
114:
110:
106:
105:
102:
98:
94:
93:
85:
84:
81:
74:
73:
28:
26:
19:
13:
10:
9:
6:
4:
3:
2:
822:
811:
808:
806:
803:
801:
798:
796:
793:
791:
788:
786:
783:
782:
780:
770:
764:
760:
759:
753:
749:
748:The Old Motor
745:
741:
737:
733:
732:
728:
723:
722:The Vintagent
719:
714:
711:on 2014-04-28
710:
706:
705:
700:
696:
692:
688:
684:
680:
675:
671:
669:2-7268-8479-2
665:
661:
656:
652:
647:
643:
638:
634:
629:
625:
623:2-85120-042-9
619:
615:
610:
606:
602:
598:
594:
590:
586:
585:
581:
574:, p. 25.
573:
568:
565:
559:
556:
550:
547:
543:
538:
535:
531:
526:
523:
520:, p. 19.
519:
514:
511:
504:
499:
497:
490:
488:
486:
482:
477:
475:
470:
466:
464:
459:
454:
451:
446:
444:
439:
436:
434:
430:
424:
421:
419:
414:
406:
404:
401:
398:
396:
392:
383:
381:
378:
376:
372:
368:
364:
360:
355:
353:
348:
346:
341:
339:
335:
331:
321:
317:
314:
311:
310:Peugeot 500 M
307:
297:
295:
291:
286:
284:
278:
276:
272:
268:
263:
261:
256:
252:
250:
246:
241:
239:
235:
232:, whose firm
231:
227:
226:Hispano-Suiza
223:
219:
215:
206:
204:
197:
195:
193:
187:
185:
181:
177:
173:
169:
166:
162:
158:
154:
150:
141:
137:
134:
131:
127:
123:
119:
115:Paris, France
111:
107:
99:
95:
91:
86:
79:
70:
67:
59:
49:
45:
39:
38:
32:
27:
18:
17:
757:
747:
743:
739:
721:
709:the original
704:European Car
702:
690:
678:
659:
650:
641:
632:
613:
604:
596:
592:
567:
558:
549:
537:
525:
513:
494:
478:
471:
467:
455:
447:
440:
437:
425:
422:
410:
402:
399:
387:
379:
375:Targa Florio
365:and won the
356:
349:
342:
327:
318:
303:
287:
279:
264:
257:
253:
242:
234:Lion-Peugeot
210:
201:
188:
149:Ernest Henry
148:
147:
82:Ernest Henry
62:
53:
34:
800:1950 deaths
795:1885 births
651:RĂ©troviseur
642:RĂ©troviseur
429:hemi engine
413:World War I
363:Dario Resta
165:auto racing
121:Nationality
48:introducing
779:Categories
500:References
491:Later life
214:Jules Goux
207:At Peugeot
129:Occupation
31:references
691:The Motor
593:Motor Age
377:in 1919.
283:Formula 1
203:in 1911.
151:(1885 in
407:Post-WWI
294:dry sump
245:Suresnes
192:twin-cam
56:May 2021
582:Sources
357:In the
343:In the
172:Peugeot
168:engines
44:improve
765:
750:e-Zine
681:, 2012
666:
620:
176:Ballot
153:Geneva
33:, but
505:Notes
443:Stutz
157:Paris
124:Swiss
763:ISBN
664:ISBN
618:ISBN
371:1919
220:and
174:and
109:Died
100:1885
97:Born
781::
744:27
742:,
738:,
720:,
701:,
689:,
597:40
595:,
591:,
445:.
296:.
216:,
672:.
626:.
544:.
69:)
63:(
58:)
54:(
40:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
