Manufacturing for nearly 50 years, Ajusa has become a global leader in producing components for the internal combustion engine within the automotive industry. In this article they discuss their heritage, the added value an Ajusa product brings to the user, and their commitment to the UK aftermarket.
The company was incorporated in 1972 and was the first factory in Spain to produce cylinder head gaskets for cars. Some 47 years later, Ajusa has expanded its product range and its global footprint with branches in Mexico, Brazil, Russia, the USA and the UK.
Founded by José Manuel Martínez in a small workshop with five employees, the company remains in his ownership today, in a purpose-built 5,000,000 sq.ft. industrial estate, and is one of the top five employers in the state, employing over 400 people.
The product range consists of cylinder head gaskets and gasket sets, cylinder head bolts, oil seals, hydraulic lifters, camshafts and silicone sealant. Ajusa also produces a range of turbo components, bringing the most complete coverage of OE quality turbo fitting kits and oil feed pipes to the global aftermarket.
Based in Bracknell, Berkshire, Classic and Modern Engine Specialists (CMES) offers a wide range of specialist engine rebuilding services, with a particular emphasis on classic car racing…
First impressions always count, so when you visit an engine specialist at short notice – right out of the blue, in fact – and the first thing you see is a Maserati Mistral AM109 4.0-litre six-cylinder engine on the test bed just outside, you can see straight away that this is a company that doesn’t just deal with routine rebuilds.
When that is followed in quick succession by several Jaguar V12 engines and a fully assembled Volvo Amazon four-cylinder twin-carb unit, you know that there’s plenty of quality engineering passing through these busy workshops, as well as quantity judging from the extensive set of job sheets pinned to the office wall.
The company in question is Classic and Modern Engine Specialists (CMES), based in Bracknell, Berkshire, where it occupies several large industrial units just behind the main shopping centre on the Great Hollands estate. Indeed, CMES owner and Managing Director Paul Adams has lived and worked here all his life and originally started his career with XRN Engineering, which was the original engine specialist on the same site, as an informal apprentice at the tender age of just 14.
NEW SUNNEN SV-30
Six models of the Sunnen SV-30 cylinder hone are now available, for both manual and automatic operations, featuring automatic step-and-repeat capability for in-line and V-block engine configurations
The next generation in the line of legendary Cylinder King® machines, the new Sunnen SV-30 honing series is true to its 50-year heritage, achieving expert results on engine cylinder blocks, cylinder liners and other engine parts that require honing.
Six standard models include four step-and-repeat capability versions allowing automatic bore-to-bore processing for in-line and V-block configurations, reducing set-up time and improving bore quality. In addition, two models are available with a manual X-axis.
The SV-30’s cylinder diameter range is 0.75 to 8.0 in. (19 to 200 mm) depending on the tooling option, and the new Sunnen GH-LF tooling is required for automatic step-and- repeat operation.
With six new models in the series, the SV-30 can be tailored to meet the needs of manufacturers, job shops and automotive performance and rebuild shops. It includes a new PC control with simplified menus and storage for over 1000 set-ups for quick and easy changeovers. When used with the wide range of Sunnen-made abrasives, tooling and coolants, the U.S.-built SV-30 produces ideal bore roundness and surface finish in a variety of part types and materials at an affordable price.
He may be a one-man band, but David Wedge’s DTM Power operation provides a highly specialised service for the race preparation of Ferrari engines, with a long history of successful results…
Members of the engine rebuilding industry work effectively at a great many levels, from large-scale industrial units, with many staff turning out hundreds of engines, to one-man bands operating as specialists in a particular engine type, on an individual commission basis, from a shed at the end of their garden.
Hopefully, David Wedge won’t object if we place him towards the latter end of the scale, because that’s exactly how his particular venture operates, and very successfully so, from a shed – albeit quite a large one – alongside the leafy lane that leads to the family home, just outside Burcot in Oxfordshire.
Trading under the name DTM Power Ltd., on an official basis since 2003, specialising mostly in modified Ferrari engines, David has a back story that goes way back to his youth. Those were the days when, along with several close friends, he stage-rallied Minis and Mk 1 Cortinas with the Oxford Motor Club, with varying degrees of success but never less than total enthusiasm.
ENGINE PROFILE 2.5 TFSI
With a long history of high-performance five-cylinder engines, Audi’s latest 2.5 TFSI – as used in the TTRS and RS3 – develops 400 hp and 480 Nm and is still capable of returning 35 mpg on a run…
There’s little doubt that it was Audi that put the five-cylinder engine clearly on the map, and developed it into the tour de force that it is today, with modern versions powering high-performance cars like the TT RS and the RS3.
In fact, the first-five-cylinder in-line engine for a mass production car was a 3.0-litre diesel used by Mercedes in 1974. The OM617 was a direct development from a previous 4-cylinder unit, simply by adding an extra cylinder. With a cast iron block, chain-driven single overhead cam and Bosch injection pump, it developed 80 hp and 172 Nm and was used in the W115 (240 3.0d) although later versions of the engine were turbocharged to produce 230 hp and 250 Nm.
With hindsight, the concept of using a five-cylinder engine in an in-line configuration was fairly obvious. It provides a good compromise of smoothness and refinement (particularly for a diesel unit) without stretching the installation in the engine bay too far, as would an inline six-cylinder.
The fastest car at this year’s Goodwood Festival of Speed may well have been an all-electric racer, but conventional combustion engine technology still dominates the event and is likely to do so for a great many years to come…
It was somewhat ironic that this year’s Goodwood Festival of Speed (July 4-7) saw the long-held record on the hillclimb track shattered by a battery-powered all-electric race car, but it was the exception rather than the rule. The event as a whole is still a massive celebration of fast powerful cars of all ages, virtually all of them powered by conventional combustion engines…
Spanning four days, mostly favoured with fabulous sunny weather until the soggy Sunday morning, the 2019 Festival of Speed was again liberally packed with automotive sights and sounds in keeping with its huge and still growing reputation as ‘the West Sussex automotive garden party’.
Along with the usual continuous parade of classic cars this year’s main theme was ‘Speed Kings’ so it was very significant that the all-time record for the hill climb was beaten this year, after no less than 20 years. There was also a poignant celebration of Michael Schumacher’s 50th birthday, with one of his championship-winning cars driven by Damon Hill.
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It may be widely regarded as an unnecessarily expensive and potentially troublesome component, but the Dual Mass Flywheel (DMF) is fitted for very good reasons and its replacement should be carefully considered…
There was a time when the flywheel was the simplest and least troublesome element of the engine. In principle it was just a large, heavy disc of steel bolted to the end of the crankshaft, functioning simply to smooth the motion and maintain the momentum of the reciprocating parts, while also carrying the friction face for the clutch and the ring gear for the starter motor.
Provided that the attachment to the crankshaft was fundamentally strong enough and was made correctly, the only problems that might arise were the possibility of friction damage to the clutch face, which could easily be re-machined, and damage to the ring gear, which could be readily replaced. Modifications might include lightening the flywheel to improve engine response, by machining material from the periphery, but that was about as far as things went. Rarely did the flywheel ever need to be replaced and the vast majority will have outlived the engine itself.
Claimed to be the world’s largest and most powerful diesel engine, the Wärtsilä Sulzer RTA96-C weighs 2,300 tons and churns out 109,000 horsepower!
Shipping goods around the world is big business, not only financially but also physically, with huge ocean-going cargo ships measuring 1,300-ft long and weighing 170,974 tons, carrying as many as 16,000 20-ft. shipping containers, at speeds of around 27 to 30 knots.
That takes a lot of power, which comes from the world’s largest and most powerful diesel engines. Claimed to be the most powerful of all is the 109,000-horsepower Wärtsilä-Sulzer RTA96-C, originally designed by by the Finnish company Wärtsilä, which first set sail in the Emma Mærsk in 2006.
Weighing in at 2,300 tons, and measuring 89-ft long and 44-ft tall - that’s about the height of a four-storey building – within its massive structure pumps 14 cylinders, each with a bore of 96 cm and a stroke of 250 cm, displacing 1820 litres (110,425 cubic inches). The total displacement comes out to 25,333 litres (1,545,962 cubic inches).
The Editor considers some other important questions which need to be addressed with regard to the latest emissions regulations…
Looking back over previous ‘Tailpipe’ topics reveals a very eclectic mix, although something of a theme has emerged in recent issues, not at all unrelated to the tailpipe itself. We’re talking here about emissions regulations imposed by the government and the move towards electrification by most of the major car manufacturers.
It may not be directly affecting many in the traditional engine rebuilding industry just at the moment, particularly those dealing with the older classic cars which are mostly exempt from the emissions testing procedures, but it will soon become felt even more keenly within the automotive industry as a whole.
A couple of recent reports have added to the questions to be considered and it appears that almost a third of motorists admit they don’t even know whether their current diesel car meets the emissions standards that avoid the anti-pollution charges being rolled out across British cities.
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