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1954 EMW R2 news, pictures, and information | ||
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In the story of the boy who cried 'wolf', the boy lies over and over again about an approaching wolf. It became so common that when a wolf did actually approach, many would struggle to believe because of the effect the lies had had. At least in that story the threat of the wolf would be real. Ever since the beginning of the 1953 season EMW had promised a new grand prix car. It would never come. Finally, it would make its appearance. And while expectations and fears about its ability may have been high, the threat would fizzle and would be abandoned altogether.
Heading into the 1953 season, the Rennkollektiv, or 'racing collective', would become part of EMW. Its offices would be moved closer to the EMW factory at Eisenach and would work closely with the company. EMW was back under German control after having been Soviet run for a number of years. These events would enable the group to rework the existing 'R1' chassis in order to make it more stable, and therefore, competitive.
One of the realities with making the 'R1' more competitive was the fact the car was simply getting too old and only had so much more to give, or so it was thought. While the Rennkollektiv team would make due with the updated version of the 'R1', hopes and anticipation about a new design lingered. Given the pressure from the state to develop a truly dominant grand prix car, EMW would begin work designing a new car.
At the first race of the season, Edgar Barth would take the team's R1 Intertyp and would post the fastest lap of practice to start from the pole. Everything looked good until a magneto problem ruined the race for Barth.
It was obvious the evolved Intertyp was still more than capable. This would not help press the new car through into service, nor would the fact that just one car would be used. At most races, a 1.5-liter sportscar version of the Intertyp would be used. Given the low demand then, all that anybody would really hear of the new proposed Monoposto would be rumor.
There would be more to it than rumor. Design and construction of the new car did continue but not at a pace sufficient to make a debut at any point in the season much of a hope. However, the production of the car would speed up after the Intertyp took on competition from the West.
Despite the picture used by the propaganda machine showing Barth ahead of a number of cars from the West in the German Grand Prix, Barth would be thoroughly throttled throughout the whole of the race. Ultimately, he would not complete the race distance as he would retire after 12 laps with piston failure. An early retirement in the Avusrennen just a week or so prior to the German Grand Prix would also ramp up the production of the new car.
The whole effort, from competition in races to the building of a new car would be a matter of 'state' bureaucracy. Because of this, EMW wouldn't be able to quickly change and take advantage of the regulation changes that would have the World Championship conducted according to Formula 2 regulations. Instead, the bureaucracy would decide to focus on sportscar racing instead of Formula 2, in which it already had some designs that could have been improved. This same bureaucracy would also hold up development of the new car. The decision to take part in the World Championship, at least as an 'official' state racing team, would be left up to the government. This, therefore, would throw a lot into the unknown. EMW and Rennkollektiv would be unsure of what to pursue and if it would even be implemented.
Rennkollektiv and EMW knew what they needed to do. They knew they would need to prepare better for next season. This meant the all-out focus on getting the new car ready. Then, at the end of September in Bernau, the new car would make its debut.
This was the perfect place for the car to make its debut. The circuit used for the race would be made up of a portion of autobahn and exit roads in between Berlin and Bernau. In the days of split Germany, Bernau would become to refuge of the political elite for East Germany. Therefore, the race in Bernau would very much be a place where the elite of East Germany could come and marvel at its own superiority and the new EMW 'R2' would fit the bill perfectly.
EMW and Rennkollektiv had designed and built practically a whole new car as the differences of what Barth had been driving throughout the year to the new car were more than obvious.
To start with, the function of the car had been totally rethought. Instead of a car that could take part in both single-seat and sports car racing, the new car would be a monoposto, a single-seater all the way. This meant the width of the car had been dramatically reduced. This change in focus would control the rest of the design of the car from nose to tail.
The change in focus would cause the width of the car to be slimmer, and therefore, would change the design of the nose wholesale. The nose, which had always been low-slung despite the longitudinal BMW engine, would remain, but instead of an oval shaped grille, the radiator opening would be much more slender and narrow. The mouth-like radiator opening would actually be a design that would be seen on western cars in the years to come.
While the front suspension on the car would remain relatively the same, there would be a number of other changes throughout. The front suspension of the car would remain well hidden underneath the bodywork of the nose. Drum brakes would continue to provide the stopping power.
The bodywork heading aft from the nose would also go through serious revision. The low, wide bodywork would sweep gently upward as it travelled aft toward the cockpit. The upper line of this bodywork would be broken up by the large inlet for the carburetors to feed large volumes of air to the faithful BMW 6-cylinder engine.
A notable difference of the monoposto to the Intertyp is the clear presence of the exhaust pipes protruding out of the side of the engine cowling and travelling aft along the side of the car to exit out of the back of the car.
Another notable difference, departure really, of the monoposto was the simple fact of the centrally-placed cockpit. The fuel tank would be moved to the more conventional placement of behind the driver in the tail of the car. This meant the driver could be moved to the center of the car. Of course the narrower single-seater design forced such a move to happen but would make for better balance in the smaller car.
One of the last, but perhaps the most important, change to the new Monoposto to the Intertyp was the rear suspension design. The old EMW designs had used an old live rear axle design. This was the same design used on the old BMW 328 and it had been well-proven, but, it was old and there were other possible options out there that would provide good stability and handling.
Perhaps the best option available at the time was the de Dion layout. The fact of there being no camber changes during unloading or rebound meant better handling without having to be as heavily weighed down as with a Hotchkiss system or swing axle. This all meant greater stability at the rear of the car.
Other final little tweaks to the car would come in the way of torsion bar springs and a fuel tank that was now mounted behind the driver in the tail of the car. All of these changes went to provide EMW and Edgar Barth with a dedicated single-seater grand prix car.
The new car would be unloaded off the transport at Bernau in September of 1953. Unfortunately, the car's debut would not proceed as expected and would throw the entire future of the car in doubt.
Edgar Barth would be at the wheel of the car. During practice, the move to the de Dion rear suspension would end up biting the team right in the rear end. The de Dion suspension was to be an important feature of the new car. It was to help with the handling and stability of the car. However, during practice, the right rear suspension would break. This would bring about the end of the car's debut. Unfortunately, after the race's conclusion, the car's future would be in doubt.
A stark realization would come over the team. Bernau was the final race of the season. Therefore, it would arrive on the scene too late to earn its keep. On top of it all, there were some real concerns heading into the 1954 season.
The new Formula One regulations were due to take effect the following season. Besides the presence of Ferrari and Maserati it was known that Mercedes-Benz was also working on a car to conform to the new regulations in an effort to take part in the World Championship. The new regulations were for 2.5-liter engines. This meant that no 2.0-liter engine could really get the job done against such competition. And trailing well behind western teams, even West German teams like Mercedes-Benz, would just not do for the propaganda machine in East Germany.
The switch in the regulations was not something new. It was known for a while that it was coming, but in the bureaucratic system in place in East Germany, this would be something of a surprise that would cause them to have to scurry around and figure out a solution.
One of the first steps taken was to try and malign the FIA. But the simple fact of the matter was that the bureaucratic system had delayed EMW and Rennkollektiv from developing a Formula 2 design that would be competitive earlier. It was widely known that the move to Formula 2 regulations was merely a stop-gap measure until new Formula One regulations could be determined. Everybody knew this, and therefore, would be one of the reasons why the FIA would not back down or give in even an inch.
Left with nothing to stand on, East German officials had to make some important decisions. Therefore, instead of making the necessary changes in order to conform to the new Formula One regulations, the East German bureaucracy would, in essence, pull in behind its borders. Though intended to be brought to an end after the 1953 season, the East German Formula 2 Championship would be extended one more year just so the EMW 'R2' Monoposto could live up to the hype the East German press had been giving the car that didn't come into existence until the end of 1953.
Though an entire race series would remain in existence because of the new Monoposto, the 1954 would prove to be a bitterly disappointing affair for the car and Rennkollektiv. And such lackluster performances would not be tolerated in the East German nation.
Heading into the final race of the season, it would be the older Intertyp that would be sitting better off in the points than the new Monoposto. However, the most embarrassing part of the whole thing was that Rudolf Krause was in the lead in the championship with Paul Greifzu's self-built car that was more than a few years old.
In the final race, the old Intertyp still had the opportunity of taking the championship but a crash into the crowd would kill three race officials and would immediately bring the race to an end. Curiously, not enough rounds of the championship had been contended that year and no awards would be handed out.
In spite of all the fuss the EMW 'R2' Monoposto would cause, its place in World Championship history would be non-existent. It would end up being nothing but troublesome for EMW and Rennkollektiv as well.
Sources:
Uechtel. 'Phoenix from the Flames, Part 7: EMW', (http://www.forix.com/8w/df2-emw.html). 8W: The Stories Behind Motor Racing Facts and Fiction. http://www.forix.com/8w/df2-emw.html. Retrieved 6 December 2011.
'Race Index: Formula 2 1954', (http://www.formula2.net/F254_Index.htm). F2 Register. http://www.formula2.net/F254_Index.htm. Retrieved 6 December 2011.
'Race Index: Formula 2 1953', (http://www.formula2.net/F253_Index.htm). F2 Register. http://www.formula2.net/F253_Index.htm. Retrieved 6 December 2011.
By Jeremy McMullen
Heading into the 1953 season, the Rennkollektiv, or 'racing collective', would become part of EMW. Its offices would be moved closer to the EMW factory at Eisenach and would work closely with the company. EMW was back under German control after having been Soviet run for a number of years. These events would enable the group to rework the existing 'R1' chassis in order to make it more stable, and therefore, competitive.
One of the realities with making the 'R1' more competitive was the fact the car was simply getting too old and only had so much more to give, or so it was thought. While the Rennkollektiv team would make due with the updated version of the 'R1', hopes and anticipation about a new design lingered. Given the pressure from the state to develop a truly dominant grand prix car, EMW would begin work designing a new car.
At the first race of the season, Edgar Barth would take the team's R1 Intertyp and would post the fastest lap of practice to start from the pole. Everything looked good until a magneto problem ruined the race for Barth.
It was obvious the evolved Intertyp was still more than capable. This would not help press the new car through into service, nor would the fact that just one car would be used. At most races, a 1.5-liter sportscar version of the Intertyp would be used. Given the low demand then, all that anybody would really hear of the new proposed Monoposto would be rumor.
There would be more to it than rumor. Design and construction of the new car did continue but not at a pace sufficient to make a debut at any point in the season much of a hope. However, the production of the car would speed up after the Intertyp took on competition from the West.
Despite the picture used by the propaganda machine showing Barth ahead of a number of cars from the West in the German Grand Prix, Barth would be thoroughly throttled throughout the whole of the race. Ultimately, he would not complete the race distance as he would retire after 12 laps with piston failure. An early retirement in the Avusrennen just a week or so prior to the German Grand Prix would also ramp up the production of the new car.
The whole effort, from competition in races to the building of a new car would be a matter of 'state' bureaucracy. Because of this, EMW wouldn't be able to quickly change and take advantage of the regulation changes that would have the World Championship conducted according to Formula 2 regulations. Instead, the bureaucracy would decide to focus on sportscar racing instead of Formula 2, in which it already had some designs that could have been improved. This same bureaucracy would also hold up development of the new car. The decision to take part in the World Championship, at least as an 'official' state racing team, would be left up to the government. This, therefore, would throw a lot into the unknown. EMW and Rennkollektiv would be unsure of what to pursue and if it would even be implemented.
Rennkollektiv and EMW knew what they needed to do. They knew they would need to prepare better for next season. This meant the all-out focus on getting the new car ready. Then, at the end of September in Bernau, the new car would make its debut.
This was the perfect place for the car to make its debut. The circuit used for the race would be made up of a portion of autobahn and exit roads in between Berlin and Bernau. In the days of split Germany, Bernau would become to refuge of the political elite for East Germany. Therefore, the race in Bernau would very much be a place where the elite of East Germany could come and marvel at its own superiority and the new EMW 'R2' would fit the bill perfectly.
EMW and Rennkollektiv had designed and built practically a whole new car as the differences of what Barth had been driving throughout the year to the new car were more than obvious.
To start with, the function of the car had been totally rethought. Instead of a car that could take part in both single-seat and sports car racing, the new car would be a monoposto, a single-seater all the way. This meant the width of the car had been dramatically reduced. This change in focus would control the rest of the design of the car from nose to tail.
The change in focus would cause the width of the car to be slimmer, and therefore, would change the design of the nose wholesale. The nose, which had always been low-slung despite the longitudinal BMW engine, would remain, but instead of an oval shaped grille, the radiator opening would be much more slender and narrow. The mouth-like radiator opening would actually be a design that would be seen on western cars in the years to come.
While the front suspension on the car would remain relatively the same, there would be a number of other changes throughout. The front suspension of the car would remain well hidden underneath the bodywork of the nose. Drum brakes would continue to provide the stopping power.
The bodywork heading aft from the nose would also go through serious revision. The low, wide bodywork would sweep gently upward as it travelled aft toward the cockpit. The upper line of this bodywork would be broken up by the large inlet for the carburetors to feed large volumes of air to the faithful BMW 6-cylinder engine.
A notable difference of the monoposto to the Intertyp is the clear presence of the exhaust pipes protruding out of the side of the engine cowling and travelling aft along the side of the car to exit out of the back of the car.
Another notable difference, departure really, of the monoposto was the simple fact of the centrally-placed cockpit. The fuel tank would be moved to the more conventional placement of behind the driver in the tail of the car. This meant the driver could be moved to the center of the car. Of course the narrower single-seater design forced such a move to happen but would make for better balance in the smaller car.
One of the last, but perhaps the most important, change to the new Monoposto to the Intertyp was the rear suspension design. The old EMW designs had used an old live rear axle design. This was the same design used on the old BMW 328 and it had been well-proven, but, it was old and there were other possible options out there that would provide good stability and handling.
Perhaps the best option available at the time was the de Dion layout. The fact of there being no camber changes during unloading or rebound meant better handling without having to be as heavily weighed down as with a Hotchkiss system or swing axle. This all meant greater stability at the rear of the car.
Other final little tweaks to the car would come in the way of torsion bar springs and a fuel tank that was now mounted behind the driver in the tail of the car. All of these changes went to provide EMW and Edgar Barth with a dedicated single-seater grand prix car.
The new car would be unloaded off the transport at Bernau in September of 1953. Unfortunately, the car's debut would not proceed as expected and would throw the entire future of the car in doubt.
Edgar Barth would be at the wheel of the car. During practice, the move to the de Dion rear suspension would end up biting the team right in the rear end. The de Dion suspension was to be an important feature of the new car. It was to help with the handling and stability of the car. However, during practice, the right rear suspension would break. This would bring about the end of the car's debut. Unfortunately, after the race's conclusion, the car's future would be in doubt.
A stark realization would come over the team. Bernau was the final race of the season. Therefore, it would arrive on the scene too late to earn its keep. On top of it all, there were some real concerns heading into the 1954 season.
The new Formula One regulations were due to take effect the following season. Besides the presence of Ferrari and Maserati it was known that Mercedes-Benz was also working on a car to conform to the new regulations in an effort to take part in the World Championship. The new regulations were for 2.5-liter engines. This meant that no 2.0-liter engine could really get the job done against such competition. And trailing well behind western teams, even West German teams like Mercedes-Benz, would just not do for the propaganda machine in East Germany.
The switch in the regulations was not something new. It was known for a while that it was coming, but in the bureaucratic system in place in East Germany, this would be something of a surprise that would cause them to have to scurry around and figure out a solution.
One of the first steps taken was to try and malign the FIA. But the simple fact of the matter was that the bureaucratic system had delayed EMW and Rennkollektiv from developing a Formula 2 design that would be competitive earlier. It was widely known that the move to Formula 2 regulations was merely a stop-gap measure until new Formula One regulations could be determined. Everybody knew this, and therefore, would be one of the reasons why the FIA would not back down or give in even an inch.
Left with nothing to stand on, East German officials had to make some important decisions. Therefore, instead of making the necessary changes in order to conform to the new Formula One regulations, the East German bureaucracy would, in essence, pull in behind its borders. Though intended to be brought to an end after the 1953 season, the East German Formula 2 Championship would be extended one more year just so the EMW 'R2' Monoposto could live up to the hype the East German press had been giving the car that didn't come into existence until the end of 1953.
Though an entire race series would remain in existence because of the new Monoposto, the 1954 would prove to be a bitterly disappointing affair for the car and Rennkollektiv. And such lackluster performances would not be tolerated in the East German nation.
Heading into the final race of the season, it would be the older Intertyp that would be sitting better off in the points than the new Monoposto. However, the most embarrassing part of the whole thing was that Rudolf Krause was in the lead in the championship with Paul Greifzu's self-built car that was more than a few years old.
In the final race, the old Intertyp still had the opportunity of taking the championship but a crash into the crowd would kill three race officials and would immediately bring the race to an end. Curiously, not enough rounds of the championship had been contended that year and no awards would be handed out.
In spite of all the fuss the EMW 'R2' Monoposto would cause, its place in World Championship history would be non-existent. It would end up being nothing but troublesome for EMW and Rennkollektiv as well.
Sources:
Uechtel. 'Phoenix from the Flames, Part 7: EMW', (http://www.forix.com/8w/df2-emw.html). 8W: The Stories Behind Motor Racing Facts and Fiction. http://www.forix.com/8w/df2-emw.html. Retrieved 6 December 2011.
'Race Index: Formula 2 1954', (http://www.formula2.net/F254_Index.htm). F2 Register. http://www.formula2.net/F254_Index.htm. Retrieved 6 December 2011.
'Race Index: Formula 2 1953', (http://www.formula2.net/F253_Index.htm). F2 Register. http://www.formula2.net/F253_Index.htm. Retrieved 6 December 2011.
By Jeremy McMullen
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 1954
EMW
models |
| EMW Type 327/3 |
| Similar Vehicles | |
 | 1953 HWM 53 |
| EMW: 1951-1960 |
| Similar Automakers |
| Other models by EMW |
Related Drivers
Edgar BarthRelated Teams
Rennkollektiv EMW 1954 Formula One Season
| Race | Circuit | Date | Winning Driver | Constructor |
 Argentine Grand Prix | Oscar Gálvez | Jan 1954 | Juan Manuel 'El Chueco' Fangio | Maserati |
 Indianapolis 500 | Indianapolis | May 1954 | Kurtis | |
 Belgian Grand Prix | Spa-Francorchamps | Jun 1954 | Juan Manuel 'El Chueco' Fangio | Maserati |
 French Grand Prix | Reims-Gueux | Jul 1954 | Juan Manuel 'El Chueco' Fangio | Mercedes-Benz |
 British Grand Prix | Silverstone | Jul 1954 | José Froilán González | Ferrari |
| German Grand Prix | Nürburgring | Aug 1954 | Juan Manuel 'El Chueco' Fangio | Mercedes-Benz |
 Swiss Grand Prix | Bremgarten | Aug 1954 | Juan Manuel 'El Chueco' Fangio | Mercedes-Benz |
 Italian Grand Prix | Monza | Sep 1954 | Juan Manuel 'El Chueco' Fangio | Mercedes-Benz |
 Spanish Grand Prix | Pedralbes | Oct 1954 | Mike Hawthorn | Ferrari |
