Volkswagen EA 266 & aircooled diesel beetle made by VW

العصار " يبحث مع شركة منسك البيلاروسية توطين صناعة المحركات

عمال «النصر للسيارات»: «السيسى» رد لنا روحنا بإعادة تشغيل الشركة

11:10 م | الثلاثاء 05 أغسطس 2014

كتب: عبدالفتاح فرج

استقبل العاملون بشركة النصر للسيارات بسعادة بالغة الخبر الذى نشرته «الوطن» بشأن تكليف الرئيس عبدالفتاح السيسى رئيس الوزراء، إبراهيم محلب، بإعداد دراسة تفصيلية عن الشركة لإعادة تشغيلها، ورفع مذكرة بأبرز المعوقات التى تواجهها مع إمكانية إعادة تطوير الشركة بالتعاون مع كبرى الشركات العالمية فى صناعة السيارات، وقالوا إنهم يعيشون على أمل إحياء الشركة من جديد وعودتها إلى عصرها الذهبى فى السبعينات والثمانينات.[FirstQuote] أسامه الجزار، مدير الحاسب الآلى بالشركة، يقول: «أفنينا أعمارنا فى الشركة وجئنا إليها ونحن شبان صغار، لذلك نتمنى من الله أن تعود الشركة للعمل قبل أن نخرج إلى المعاش، فهى بالنسبة لنا كل شىء، وبعد قرار تصفية الشركة عاهدنا الله وأنفسنا بعدم الخروج منها رغم الضغوط الهائلة التى تعرضنا لها مع ضعف المرتبات، بينما نتذكر عصر الشركة الذهبى فى منتصف الثمانينات بشىء من الحسرة، وهو الشعور الذى يصيبنا عند رؤية منتجات الشركة من السيارات فى الشوارع، ونحن لا نعارض عمل شركة النصر من جديد تحت تبعية أى وزارة أخرى المهم أن يتم تشغيل الشركة». ويضيف «الجزار»: «هذا الصرح الصناعى الكبير به إمكانيات صناعية وهندسية عالية التقنية تجعلها قادرة على العمل من الغد حيث لا تتطلب ضخ استثمارات جديدة مثل تشغيل خط «الإلبو» لحماية الأجسام من الصدأ، والذى يعمل لمدة 24 ساعة، من خلال تشغيل الطلمبات والماكينات دون إنتاج حتى لا تتجمد الآلات، ومع ذلك رفضت إدارة الشركة القابضة للصناعات المعدنية عرضاً قدمه أحد المستثمرين لتأجير خط الدهان بـ7 ملايين جنيه فى السنة، ما يتيح تحقيق أرباح للشركة ومكاسب سنوية لا تقل عن 5 ملايين جنيه، لكن الاتجاه العام كان يسير ناحية تصفية وبيع الشركة، وأوضح أن لجنة فنية من هيئة تنمية الصناعات زارت الشركة منذ 3 أسابيع لإعداد تقارير عن حالة الشركة وقدرتها على الإنتاج. ويقول أحمد إسماعيل، 58 سنة، مدير تفتيش سابق ومدير مخازن بالشركة حالياًَ: «النصر للسيارات بها مقومات كبيرة من الممكن استغلالها لسرعة تشغيل الشركة وهى لا تحتاج إلى ضخ استثمارات كبيرة كما يظن البعض، فيمكن من الآن تشغيل مصانع الأجزاء والمكبوسات وهندسة العدد لتلبية احتياجات بعض الشركات الأخرى، كما كان يحدث فى السابق مثل شركات الهندسية للسيارات وإيديال وميراكو والشرقية للدخان». مضيفاً: «صناعة السيارات صناعة وطنية واستراتيجية لا ينبغى التخلى عنها لأنها بداية لصناعة الطائرات والسفن، والحديث عن تطوير الشركة منذ 3 سنوات لم يخرج عن كونه كلاماً فقط لم يسفر عن جديد رغم طلب مجلس الوزراء الأسبق من الدكتور عادل جزارين، مؤسس الشركة، تشكيل لجنة لتقييم الحالة الفنية للمصانع، وجاء به أن مصنع المكبوسات جاهز تماماً للتشغيل بعد الانتهاء من تنظيف جميع ماكيناته، كذلك مصنع الأجزاء والتروس والمعاملات الذى تعمل كل الماكينات به، نفس الأمر ينطبق على مصنع هندسة العدد ومصنع سيارات الركوب، حيث تحتاج فقط إلى عمل الصيانة الدورية. مشيراً إلى أن اللجنة أوصت بتشغيل خط «الإلبو» الذى يحتاج لتوفير قطع غيار بقيمة 350 ألف جنيه فقط، فضلاً عن إجراء صيانة متخصصة لحوض الـED قبل التشغيل مباشرة حتى لا تتلف خامات الحوض، وأوصت ببدء إنتاج أجزاء اللوارى والأوتوبيسات كقطع غيار للسوق المحلية مثل الطنابير والفلنشات والأكسات وأعمدة الكردان وصناديق التروس وأجزاء المحاور، مع دمج شركة النصر والشركة الهندسية للأوتوبيسات لأن الأولى تنتج أجزاء كاملة من اللوارى والأوتوبيسات. ويقول سعيد جاد، مسئول التخطيط السابق بالشركة، أمين المخازن حالياً: يجب إعادة تشغيل فصول التلمذة الصناعية، التى تعتبر بمثابة مصنع للعمالة البشرية الماهرة، خاصة أن الفصول الدراسية والبرامج والورشة ما زالت بحالتها، إلى جانب الخامات ومستلزمات الإنتاج المتعددة وهى بمثابة ثروة تؤهل الشركة للعمل لفترة طويلة بشكل اقتصادى، كما يوجد مخزون هائل من قطع الغيار بالشركة غير مستخدم ونطلب تشكيل جهاز مبيعات متخصص لبيع هذه الرواكد.

It is this second solution which we will look further into now.
At Porsche, founded by his grandfather, a young Ferdinand Piëch was employed as a development engineer and was made responsible for the VW project.

The Porsche family clearly had a preference for the name: Ferdinand. Not only was Ferdinand Piëch named after his grandfather… both his uncle and cousin were named Ferdinand as well!

Piëch was very passionate about his prestigious task of developing the successor to the VW Type 1, which his own grandfather had of course been in charge of in his time. The outcome was that Piëch and his team presented the prototype EA266 – and even delivered it with all the tools and machines it required to mass-produce the car. The appearance of the EA266 might have been debatable, but technically, it was quite advanced.

It was fitted with a 1.6-litre water-cooled 4-cylinder engine with a healthy 105hp, mounted horizontally under the rear seat. This was plenty to give the prototype very decent performance for a family car of the era. It was after all not without reason, that Ferdinand Piëch had been involved with several sportscar projects in the family business. The idea was that your average German family… mother and father in the front with “Heidi and Heino” cheering in the back seat – with the engine just underneath them… should finally have the privilege of experiencing some reasonable bang for the buck performance, as the Type 1 by now appeared both dated, cramped and somewhat dull.

In the meantime, Kurt Lotz got involved in fierce battles with the workers unions at VW. The late 1960s and 1970s were the golden age of the unions and social democratic parties in Europe, and Germany was no different with the Social Democrats (SPD) being quite powerful – not least in the state of Lower Saxony. The state was a major shareholder in VW and was therefore on the board. Kurt Lotz was a former officer in the German Army and had been in the General Staff of the Luftwaffe during the war. He was a skilled administrator and organizer and traditionally conservative… but without much strategic political insight – and not least, without the ability to use whatever little he had. The board therefore started questioning whether Lotz was the right man to lead VW into the future.
So after only a bit more than three years, Lotz was a thing of the past at VW and the new Chairman, Rudolf Leiding, was promoted internally from within the VW organization. After just three weeks in charge of VW, Rudolf Leiding shut down the EA266 project on the grounds that the car was too complicated and the engine, positioned under the floor, would be too difficult to service.

The decision sounded rational and sensible (for some), but Ferdinand Piëch was furious to say the least… and Piëch was reknown – and still is – for being hot-tempered.
His grandfather was equally famous for having a bit of a temper. It’s often claimed that temperamental people often prefer – and gain – the most by being self-employed. After this episode, Piëch therefore worked independently for a while during which time he, among other things, developed the 5-cylinder OM617 diesel engine for Mercedes-Benz. However, after a while he calmed down sufficiently, so when he was suddenly offered a job as development manager at Audi – which had become the name of the merged NSU and Auto Union – he accepted the offer. Rudolf Leiding likewise decided that VW should invest in the technology from Audi, which would eventually find its way into the new VW Passat, Polo and not least Golf.

equally difficult was it for the VW and Porsche family to let go of their mutual relationship. In the article below, I will dig deeper into this “love/hate relationship”.

The story of the Volkswagen Type 1, Ferdinand Porsche and about the recovery from the ruins left after World War II has been told and retold several times. We won’t revisit that story on this occasion. Instead, we will look into what can happen when the golden goose suddenly ages and lays fewer eggs – or even dies…
The writing on the wall at VW back in the late 1960s after nearly two decades of uninterrupted increase of VW Type 1 sales. For the majority of those two decades, Heinz Nordhoff had been in charge of VW, and even though he previously had been working at Opel – who barely knew about the existence of the rear-engine concept – he had somehow been “enchanted” by the concept. Under his leadership, both the VW Type 2 (the transporter), Type 3 and a few Ghia models were launched. All with one thing in common: they had rear-mounted engines and were basically all based on the VW Type 1.
It’s equally a part of the story, that VW – while managed by Nordhoff –  had already taken over Auto Union in 1964, but the incentive probably wasn’t to buy the technology, but rather an opportunity to expand production capacity. In 1968, Heinz Nordhoff suddenly died, but before his passing, Nordhoff had initiated the development of another rear-engine car – the VW 411, which was launched later that year. Even though the 411 model also featured a rear-mounted engine, it was a larger and more expensive car and as such it certainly wasn’t meant as a replacement for Type 1. After Nordhoff’s death, rather than promoting someone internally, the board entrusted an external profile to take over management: Kurt Lotz. As one of the first things, he addressed the increasingly urgent problem of finding a replacement for the VW Type 1.

1967 durften zwei SPIEGEL-Redakteure in dem Oval der Versuchsbahn die Wolfsburger Prototypen besichtigen. Von den rund 40 aufgefahrenen Modellen hatten aber nur etwa fünf die Chance, die Käfer-Nachfolge anzutreten. Bei den anderen Modellen handelte es sich um Styling-Übungen.

Eine Karmann-Sportwagen-Studie auf Käfer-Fahrgestell aus dem Jahr 1965.

 

Diese Kombi-Karosserie, passend für das Käfer-Fahrgestell, hatte die südafrikanische VW-Tochter in Auftrag gegeben.

In 1959 Mercedes had added a compression coil spring over the center of their single joint swing axle (above picture) on the 220 W111 in order to obtain the same effect. The result is well shown below with this 300 SEL 6.8 AMG:

VW 412

There is a lot of room in the overhang behind the rear axle and this space is usually partly lost. By placing the peripherals of a water-cooled flat engine on the sides into the fenders, its height can be further reduced - especially with side exhaust manifolds and possibly with dry sump lubrication. A dual-disc or multi-disc clutch would have a smaller diameter and the entire powertrain would be little higher than a spare wheel.

The spare wheel can be placed under the front trunk, between two radiators - since the engine must be water-cooled. Air cooled engines are too noisy and they need a powerful fan which takes up to 15% of the crankshaft power.

The engine can be of the opposed cylinders type or conventionally in-line, longitudinal eccentric or else transversal with the crankshaft ahead and the cylinder head in the back. An in-line engine is a little simpler to produce industrially because it requires only one cylinder head, a single exhaust manifold and a single overhead camshaft (or a single pair of camshafts). Since the rear wheels do not steer, there is more width available for the engine than between the front fenders. It is also less necessary to provide a deformation zone at the rear, so that the available space in length is also higher. The fuel tank can be located under the front seats or else under the rear seats, as usual.

The car would then have two trunks, one at the rear over the engine and a front one too. The rear tires should be wider than the front ones, for example 205/55R16 front and 225/50R16 rear. Both having exactly the same rolling circumference, the spare 205/55R16 could be temporarily used at the rear. With a front anti-roll bar and if necessary a compensation spring at the rear, the car will handle perfectly, better than any front wheels drive.

aircooled diesel beetle made by VW 
 

Yes, its a DIESEL BEETLE built in 1950