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Awakening The Monster – Pavel Malanik’s Masterpiece Runs!!!!

Many of you have followed the entire ten-part series: Replicating The North London Garage 1909 J. A. P. Engined Record Holder. In our recent coverage, Pavel Malanik had just finished it and was working on building a starter to make awakening the monster easier and safer.

It comes as no surprise that the gear-reduction gasoline engine-powered starter he built for it is equally as nice as the rest of the machine and works very well. This week he will be traveling from his home in the Czech Republic to France with the 165.62 c.i. (2714 cc) beast to attend the Vintage Revival Montlhéry 2015 on May 9th, and 10th, in France. Hopefully he will get some track time in with it, and be able to perform the final tuning and adjustments.

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He writes: “Here is a short video from the first start-up of the Big JAP. I still have a small problem with the clutch, but I very much look forward to Montlhery”.

Watch the quick video (below) that they managed to squeeze in before packing up for the long trip and hear just how wonderfully it runs. Later on, Pavel hopes to shoot a better video of a start-up and a demonstration of the machine in action.

In the meantime, we send him a big congratulations across the ocean for being able to pull this off, and hope the trip and event goes smoothly for him. We will be back with some photos soon of the machine at the event, but in the meantime, you can look back here on the entire ten-part series.

15 responses to “Awakening The Monster – Pavel Malanik’s Masterpiece Runs!!!!

  1. Goosebumps! This is the next best thing to being there to hear it run up close, which I would love to do.

    The JAP mill looks loaded with pinch points, burn areas, and nearly three liters of deafening explosions. It would take a hardy soul indeed to throw a leg over that machine and crack the throttle.

    Thanx for covering this incredible build.

  2. Oh man, that gearing, or belting, looks like it is going to 60 at idle. I hope to see this in person some day! Would love to meet the man! What a beautiful project. If you havent seen his other works, look them up.

    p.s. I hope you are feeling better Dave!

    • John, Glad you enjoyed it!!

      Thanks for asking…still a bit under the weather, but feeling about 50% better. Unfortunately a sinus infection developed and kicked off a bad infection in a tooth and I have to get a root canal done next week. Seems to be a lot like restoring an old car and you know that routine all too well.

  3. A superb job…how this man does it so fast is beyond my comprehension. I’ll be at Montlhéry and can’ t wait to see and hear his latest creation. Salute!

  4. Wondering if the builders would comment on why they chose not to replicate the cylinder auxiliary exhaust ports?

    • Pavel has a hard time with the English language being from the Czech Republic and is always super busy so he probably will not see this.

      After having dealt with a couple of early machines that have them I assume he did not reproduce them because of two reasons. 1. It was found after a short time that the lower ports really did add much of anything in the way of horsepower. 2. These ports allow a lot of oil and oil mist to come out of the engine and cover the machine, possibly the front tire while idling, and in this case cover the rear tire with oil while under way. He is planning on using it and surely does not want his tires covered with oil. Knowing his thoroughness, I bet he will make replicas later, minus the ports in the sides of the cylinders.

      • Thanks for the reply. There are a number of good reasons to leave the auxiliary exhaust ports off.
        As an evolutionary dead end I find them intriguing. Having seen them in person and on video, they sound and look like nothing else.

        In most of the period technical discussions I have read one of main reasons given for their use is improved cylinder and piston cooling. These type auxiliary exhaust ports were typically seen on large cylinder displacement and high performance/racing engines. There are some scaling issues which combined with the early materials used for pistons and rings and the period lubricants might have put an engine like this (over 80 inch cylinder displacement) on the edge without the auxiliary exhaust ports.

  5. I am overwhelmimgly IMPRESSED with this amazing Replication. Many such Replications have Copper tubing, such as this beauty, above. IF there is such a thing as a photograph of the “original”, I would suggest examining an EARLY photgraph for Tubing LAYOUT AND ROUTING of ALL tubing on the machine.!!! WHY? The possibility of METAL FATIGUE from VIBRATION, causing the COPPER EVENTUALLY “WORK – HARDEN” creating embrittlement and creating a whole tube “Ring Failure” at one or the other end of a routed tube , Oil delivery failure OR Gasoline delivery failure can result in unfortunate consequences!!! Use of another metal, — Example: STEEL, would be good, — but would not adhere to vintage restoration accuracy. Many times, the correct method for reducing the possibilty of tubing “RING” failure, — is SEEN in early photographs — and MAY deserve consideration of time honored anti- vibration layout /design of copper tubing routing . Frequent INSPECTION of copper tubing can spot the beginning of a tube “RING” SHEAR, before it DOES shear off! It will usually be NEAR a fiiting at either END , LOOK at both ends! IF a bright grainy ring is seen — REPLACE the tubing and look for Where the tubing is vibrating , if it is doing so. An engine, under a racing FULL throttle load can have RESONANCES that ONLY show up ON THE TRACK or ON THE ROAD, under load. Edwin -30 –

    • Original photos do exist and in regard to the tubing layout and Pavel followed them fairly closely in building this accurate reproduction.

      Your points about tubing layout though are very good for those that know little about the problems that can arise from its layout and use.

      It also will explain to the novice mechanic why copper brake lines were outlawed years ago.

      I have gotten around the problem on a few vintage racing cars by having steel tubing copper-plated after being bent to shape and before the fittings went on or by having the brass fittings masked before plating.

      Broken copper fuel and oil lines were the cause of a large number of DNF’s, fires and ruined engines in early racing.

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