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Video Multi-cylinder Engine
Video Inl. 2-cyl. 4-stroke
Video Inl. 2-cyl. 2-stroke
Video Opp. 2-cylinder
Video 2-cyl. V-engine
Video Inl. 3-cylinder
Video Inl. 4-cylinder
Video Opp. 4-cyl. 1
Video Opp. 4-cyl. 2
Video Inl. 5-cylinder
Video 5-cyl. V-Engine
Video Inl. 6-cylinder
Video 6-cyl. V-inline-engine
Video 6-cyl. V-engine
Video Opp. 6-cylinder
Video 8-cyl. Firing Order
Video 8-cyl. V-engine
Video 8-cyl.-V-Classic
Video V-8 Cylinder Block
Video V8 Turbo Engine
Video W-8 Cylinder Block
Video V-10 Cylinder Block
Video V-10 Diesel Engine
Video V-10 Porsche Engine
Video V-12 Engine
Video V-12 Cylinder Block
Video V-12 Ferrari Engine
Video W-12 Cylinder Block
Video W-12 Engine
Video Radial Engine
Video Rotary Radial Engine

Video Multi-cylinder 1
Video Multi-cylinder 2

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If you look at modern car bodies with all their variations but having the same platform, then, apart from the variety, something else may strike you as being conspicious. Nowadays, to a large extent, there are no longer section points, e.g., the transition from the C-pillar to the rear mudguard, which used to be normal. Where the roof used to be the largest body part, one-piece side-plating of more than four meters in length, can now be produced.In addition, look also at the curves. They are sometimes only so vaguely suggested, that you may have to look twice to even notice them. Really sharp edges have become more seldom.


Through the changes in technology, the coach-builders have made it possible for the designers to have a great deal more freedom. This is the result of improvements in a process that has always been the backbone of the car body production, the deep-drawing. In the above row of pictures you can comprehend the process. For this process it is particularly important to have a certain quality of sheet-metal. Delivered in rolls, the required part is punched out and in tightly laid out automatic production stages, after several operations, it is brought into it's final form. During these processes the drillings are also done and the surplus edges are cut off.

However, a few pre-conditions must be fulfilled. Apart from the sheet-metal quality, the deployed lower and upper forms play an important role. Particularly at the beginning of a new series there is often still some 'filing' to be done. The question of how much distortion in each individual stage can the sheet-metal tolerate, is of great importance. Thereby, it's possible that in certain stages, for the observer, hardly discernible changes take place, which are however, of enormous importance for the stability of the form. The pressure used for a large body part can equate to a weight-force of 100 tons. In addition there are very tight tolerances between the upper- and the lower part of the form. Particularly important is their surface characteristic and the use of certain oils, because the surface of the pressed metal component should require no further finishing. In the first of the above pictures it can be seen that the sheet-metal is quite generously cut out. When the two mouldings are driven into each other, it is imperative that the edges are held together by great force. Since, in deep drawing, creases are about as welcome as fissures in the sheet-metal. 10/10               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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