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Tadek Marek engines

2016-02-08 Read: 351x

Tadeusz "Tadek" Marek (1908–1982) was a Polish automobile engineer, known for his Aston Martin engines. He was at our factory in Warsaw. Unfortunately, he's gone.

Also, outside the capital, there were a lot of automobile factories, plants and workshops. This and that even yet been, but absolutely no longer Polish cars.

Besides, how many of them really was ...? In fact, only two: CWS (Centralne Warsztaty Samochodowe), which knows, maybe one in a thousand of the population, and the Siren (https://pl.wikipedia.org/wiki/Warszawska_Syrenka), which is not ashamed to perhaps an even smaller percentage of Poles. The rest is general cargo without any market importance, licenses (yes, sometimes modernized and reconstructed by the Poles not to know), or prototypes. The latter circulates many sensational stories, history straight from the detective and spy novels, romantic legends and conspiracy theories, but really, their chances of Scrolls anything in the real market was close to zero. It is not about the fact that the designers did the trash - on the contrary, they were amazing. They created something from nothing, and despite the most part, the so-called hostility: objective factors.

The French philosopher Roland Barthes once said that cars are the modern equivalent of Gothic cathedrals: we all use them every day, delight in their beauty and perceived as something almost mystical, but nobody knows the names of which it is composed of people, no matter how admired their works. It is not hard to guess that this opinion comes from the 60s, which is the peak phase of mass fascination of motoring, but something in it - the creators of our four-fetishes often remained and remain anonymous. Even if today motomaniacy know the names of hundreds of automobile engineers, in most cases, this applies to historical figures, which at the time was not won neither fame nor great fortunes, although their minds formed Masterpieces unremitting been produced leading traditional arts. The notable exception can only stylists - many of whom we know well, although here the big names often merely endorses the work of the entire staffs of people.

Good idea engineer is just the beginning. In the case of Polish industry, the big problem was always that he was able to create great prototypes, which then failed to translate to commercial success. Of course, the great "merit" was here the political system and economy that prevailed over the Vistula River in the era of key importance for the history of the automotive industry, but we should also remember that the same technique, even the best, in itself is not enough - there needs to be a technology that is able to manufacture the product in the right quantity and at the right price, which the market will accept. In our country, technicians and technologists often lived as if in separate worlds, with the result that ideas constructors, although very promising, medium suitable for implementation.

I do not envy designers such a situation - have a good idea and be able to carry it out only at night in the garage, without the opportunity to bring into production. Although most epoch-making inventions arose just in barns and garages, this civilization is not changed as much rigged up some machine in the basement by a mad Doctor X, but its popularization and mass production. Well, maybe sometimes not until the end of Mass, but definitely not bespoke.

Several Polish builders have been appreciated, but unfortunately, it actually only those who at one time emigrated to the West, where they were and are incomparably better position to implement good ideas. Today, I wanted to recall just such a character: a relatively little-known in our country but famous among enthusiasts in Europe (especially in the UK, but not only).Unfortunately, foreign sources do not always mention whatsoever nationality of the man and the more we should remember about him we would sometimes, by the way, remind you of the world. As for the key figure in the history of Aston Martin - a prominent builder of engines named Tadeusz Marek.

About Eng. Tadeusz Marek first read with Witold Richter, in his book „My two and four wheels („Moje dwa i cztery kółka„)" He mentioned there while describing Polish Rally '39 - the most difficult events of autos in our country. The route led through 4343 km tragic, partly underground roads that had to be overcome in four days. Ing. Marek preparing for these professions Chevrolets with the factory team in Warsaw assembly plant of General Motors , and then sat behind the wheel of one of them won the general classification (Rychter he came in third place, overtaken even by Alexander Mazurek, the three of them belonged to the same team Chevrolet).

Eng. Tadeusz Marek (right, wearing glasses) with the Minister Siedlecki at a rally Chevrolet in 1939.

Richter read the book in early elementary school, in the late 80s. Then publications about the history of the automotive industry were limited to the period before the war, because years later it was actually present. Models of the CMEA, no matter how old were still in everyday life and in extreme cases our sirens - were recently after manufacture.  Warsaw , Wartburgi 311 , Volga M-21 , Moskvitches 407 , Octavia , and Mercedes "Ponton" , Sims Aronde whether the Fiat 600 - in PRL (Polska Rzeczpospolita Ludowa) no one called them the sights, and the concept of Youngtimer did not exist even in the West. In those days, the only time I saw a party oldtimers - in Krakow's Little Market, where just by chance I found myself with my parents. I remember the two cars that already I recognized - Ford T and BMW Dixi (in fact the name is wrong, correct it BMW 3/15, but this hardly anyone associates). It was then the classics, but rather, as then said, "Veterans of the road." And even the official definition of the monument automotive said it was every vehicle before 1945.

At age 10 stories Rychtera treated a bit like a fairy-tale and never wondered what happened to the described figures there after the war. The author lived 1984. But spent 40 years of communism in the book less space than their adventures with school days. It was only when I was growing up, there was the Internet, as well as more complex print publications. Then I learned more: Rychter was repressed by the communists because of belonging to the Army (AK - Armia Krajowa), and many of his rally rivals - Aleksander Mazurek and that Tadeusz Marek - emigrated to the West.

About Mark Tadeusz working with Aston-Martin I learned from ... German magazine Motor Klassik , which I started reading in college. In one of the articles about the most famous vehicle brand, silver DB5-something from the movie "Goldfinger ", it was written that the driving motor is the work of an engineer named Tadek Marek. About his nationality was not a word, but I immediately connected the name of the rally Rychtera colleague and I started to look for information on the network (not intentionally write "google " because I'm not sure if this was not yet the era of AltaVista ). As soon as it turned out, that's exactly it.

Tadeusz Marek was born in 1908 in my hometown of Krakow. Since childhood I was interested in mechanics - already at the age of 14 rebuilt Ford T from a military surplus. He was quickly motorcyclist - buying sequentially used brand AlcyonIndian and BMW. The latter began to race, but this episode did not last long, because in 1928. Mark happens that a terrible accident - when you try to evade rival who fell in front of him, he lost control of the motorcycle and fell off the high edge of the heavily sloping bend. He landed on the tent organizer that keeps a supply of 500 liters of mineral water for the players - of course, in glass bottles. Hospital stay lasted 8 months.

Later Marek bought still racing Norton, but never returned to serious motorcycle sport. What other cars: in the 30's there was little competition in Poland, racing or rally, in which there would take participate. In the last three years before the war even he went to the Rallye Monte-Carlo - turn to Fiat in 1100Lancia Aprilia and Opel Olympia . Each chose the most scored, that is the most difficult route: Palermo, Athens and Tallinn. They led by gravel, or even dirt roads and high mountains, which at that time and winter time was a huge challenge. Unfortunately, the first time was eliminated from the competition in a terrible snowstorm in the Dolomites, the second - the pace of the rally off-road could not stand modern but subtle independent suspension Lancia .It was the third failed to finish the event, and it is a good fifth place in the classroom. Paradoxically, they enabled it ... difficult road conditions. Here's the second night after leaving Tallinn riders encountered thick fog and snow. Many of them got lost and did not manage to control point of time, but fortunately for Mark, difficulties occurred in the vicinity of Warsaw, where he then lived - rustic road he knew by heart, and he could rush them even with your eyes closed. For Monaco reached without a second delay - the only one in the entire grid. Ending theme starts Mark RMC let me add that in 1937, Behind the wheel of a Fiat in 1100 , rode on a 300-kilometer stretch from Messina to Naples completely without brakes that have been damaged, and they were not to fix before.

After the September campaign, in which he took part, Marek evacuated to Romania, where he met a friend engineer of aviation. This told him the news of the planned visit of the German ambassador to the Polish territories occupied by the Soviet Union. Mark managed to falsify the relevant documents, steal German military vehicle and left him to earn some extra tables diplomatic - in this way, using his perfect knowledge of German and Soviet goodwill ambassador waiting, went to Lvov, where he looked for his bride. Unfortunately, without effect - on the way back he took with him only a few civilians, which probably saved lives in this way.

In Romania, Marek organized the convoy car evacuating the government of the Second Republic to the West. Here they were helpful to his earlier knowledge - Problematic publican on the Hungarian-Yugoslav turned out to be the same that two years earlier he celebrated Mark during the Rallye Monte-Carlo. The problems disappeared in the blink of an eye.

England Marek got a circuitous route: learning of the imminent surrender of Paris, turned south and reached the Pyrenees to Madrid. There broke up the engine of his Fiat in 1100, that the last few one thousand kilometers defeated totally unsuitable for him fuel. Then it was relatively easy - the Casablanca (which earns wit life-maker buttons to shirts from old vinyl records!!) to the UK.

In England from Krakow was chief engineer at the factory tanks. After the war he worked for eighteen months in UNRRA, where, ironically, has been seconded to Germany.... In this way the Polish engineer and officer, who lives ruined the German assault, now rebuilt bombed country aggressor. Return to their homeland, of course, could not.

He could for it to return to work in the automotive industry. This occurred in 1949 in the factory Austin at Longbridge (that which till 2005. Produced Rovers). There has developed a six-cylinder, 2.6-liter engine C-Series, which since 1954. were driven by Austin A90 Westminster and Wolseley 6/90 , then - Morris Isis , Riley 2.6 and Austin-Healey 100-6 , and after 1959., when the capacity was increased to 2.9 liters - Austin A99 and A110 , Wolseley 6/99 and 6/110 , Vanden Plas Princess 3-Litre and Austin Healey 3000 (the last car is considered by many Britons as the definition sports car - I wonder how many of them know that the engine in its original form, was a work in ż engineer of Polish ). There was also a third version, with seven crankshaft bearings instead of four, but it has already developed long after the departure of Mark's, and mounted under the hood MGC and Austin 3-Litre until 1971.

Austin A90 Westminster '55 - the first Austin -engine Brand

Austin-Healey 3000 Mark III '64

Also in Austin he designed the Marcus V8 engine based on the parts four Austin A40, but that never went into production. Then, in 1951. Our hero changed jobs and for the next two years working on the construction of tanks Centurion (on the tanks do not know, but maybe colleague SMKA tell us professionally about them ...?)

In 1953 from Krakow he applied for a job at the Aston-Martin. After the interview he was informed that he had been adopted, so quietly he went with his wife on vacation to Italy. When he came back, waiting for him unpleasant surprise - a letter from the company saying that the work is out of date. Fortunately, rather than give up, he went to the factory to explain the matter, which turned out to be a simple administrative mistake. If it were not, who knows what would roll the fate of one of the finest British car brands...

In Aston-Martin Marek first took to fine tune an old, three-liter power unit, who remembered 1935 (build it then named Walter Owen Bentley) and was already at the end of its path of development. It applied the latest treatment rejuvenating and strengthening (to 195 hp - a good result, considering that originally reached 105) and set to work on its successor, that his life achievement.

Aston-Martin DBR2 '57

The engine's most famous Aston-Martins appeared in 1956. It was inline 6-cylinder of both block and head made of aluminum and timing DOHC. The capacity of 3.7 liters and power to the two carburetors allowed to reach the power of 240 hp. Initially, the motor used in the race the car DBR2 , which did not refer significant successes, but the real fame came later as a driving source of civilian models DB4 , DB5 , DB6 and DBS .

Aston Martin DB4 '59

Aston Martin DB4 GT Zagato '61 - a real pearl coachbuilding

The most famous Aston in history - DB5 007 (1964)

Aston Martin DB6 '66

Aston Martin DBS Vantage '69

The weakest varieties reached speeds of 225 km / h and acceleration to hundreds of 9,3s. The most powerful, the model DBS Vantage, drilled to 4 liters and equipped with two Italian carburetors Weber, already gave 325 hp, 255 km/h and 6.5 seconds. This model, which was also the last produced under the direction of the actual father of the brand Aston-Martin, David Brown, remained on the market until 1972.

The other engine of the Aston by Cracovian was eight Fork introduced in 1968 model DBS V8 and withdrawn only after ... 32 years, with the model V8 Vantage Le Mans!! Here, too, there were two camshafts, and the capacity was 5.3 liters (all versions). Power initially done with a mechanical injection Bosch, but then also introduced versions with carburetors (up to four !!), and at the end - of course with electronic injection. Specification was a dime a dozen, but it is difficult to cite their data, because the manufacturer, as well as his time Rolls-Royce, not always gave them. The oldest V8-flour, according to various estimates, reached 290-315 hp, and at the end of his career, in the model V8 Vantage Le Mans were equipped with two compressors Eaton, who squeezed them until 612 hp!! This resulted in a maximum speed of 322 km / h, acceleration to hundreds of 3,9s and sometimes insurmountable one kilometer from a standing start less than 21 seconds...

Aston Martin V8 '79

Aston Martin V8 Vantage Works '88

Compressor V8 Vantage Le Mans 2000. - The fastest vehicle with the engine Eng. Mark

Engineer Tadek Marek (as presented outside the Polish) dead already for 18 years. He died in 1982 on the Italian coast between Rome and Naples, where he moved with his wife in 1968 to quietly retire. Privately he is moving of course Aston, several of which have personally made with elements of different models. He was, among other things DB4 Barrack with the later, 4-liter engine and 5-speed gearbox Maserati , as well as the fastest DB5-tuple in history - under the hood working prototype V8, Somebody went there for testing purposes as early as 1965. In this way, the Pole could easily tour the way the James Bond, who had at his disposal only inline six, of course, also the structure from Cracow. Who knows if the Polish engineer, getting out of this unique vehicle, was as a joke a friend: "My name is Marek. Tadek Marek . "

Was this thought is not better remedy for our automotive complexes and frustrations than fabricated prattle about Mermaid Sport in excess of the then Porsche , or the theft Beskid by the French ...? It is a pity that the brilliant designs Tadek Marek did not wear Polish logos, but sorry, so we have a climate...

Engineer Tadeusz Marek

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