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270:'s paper "Road Manners of the Modern Car" and established ex-Rolls-Royce engineer Olley and Eberhorst as two of only a handful of engineers capable of mathematically defining the essential factors in car handling. Eberhorst's contribution was to show how the several constants in Olley's complex equations could be established experimentally.
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In 1953 Eberhorst returned to
Germany as General Manager for Technical Development at a reviving Auto Union. In 1956 he moved to the Battelle Institute in Frankfurt as Head of Mechanical Engineering and four years later he took over responsibility for the Combustion Engines and Automotive Engineering
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Born into
Austrian nobility, the family shortened its name when the nobility was abolished in Austria in 1918. He studied at the Vienna Technical University until in 1927, where he earned an engineering master's degree. Later that year he joined the Institute for Automotive Engineering at Dresden
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and
Giovanni Savonuzzi from Fiat and Piero Taruffi to manage the racing team. When the team decided to enter Grand Prix competition, Carlo Abarth and Robert Eberan-Eberhorst were also recruited. This project went sour when the designers proposed a flat 12 four-cam engine with the possibility of
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When
Porsche left Auto Union in 1938 Eberan-Eberhorst was promoted in his stead. His first full car design was for the Auto Union Type D Grand Prix car. With a swept volume of three litres, in accordance with the contemporary Grand Prix regulations, the supercharged V12 mid-mounted engine could
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develop 400 bhp (300 kW). Chassis modifications were made aimed at improving the drivability of the car by mass distribution (revised driver and fuel tank position), and a new de Dion rear suspension replacing the previous swing axle system. The car provided Grand Prix victories for
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At the conclusion of World War II Eberan-Eberhorst fled
Dresden, in the Soviet-occupied sector of defeated Germany. In 1947, in an old sawmill in Gmünd, Austria, Ferdinand Porsche's son Ferry and Eberan-Eberhorst started work on project 356, which evolved into the famous
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chassis. In 1950, he moved to Aston Martin to design a pure sports-racing car, the DB3, his brief being to produce a car that would be quick enough to give the 2.6-litre straight six a chance of outright wins. Whilst at Aston Martin
Eberhorst published an article in
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Eberan-Eberhorst was heavily involved in the initial testing of each new racing car, developing an on-board recording instrument to plot parameters such as car speed, engine speed, gear change and braking points.
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supercharging and even four-wheel drive plus
Eberhorst's usual requirements for proper jigs, test-beds and tooling; his view was that races are better lost on the test-beds then they can be won on the tracks.
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He gained his doctorate in 1940 and from 1941 was appointed to a full professorship at
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Institute at Vienna
University. He retired from there in 1965 although continuing to author important technical papers.
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Eberhorst was by now recognised as one of the world's premier racing car design theorists, so in 1949 he moved to
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Eberan-Eberhorst initially served as a development engineer within the Auto Union racing department at
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decided to build racing cars at his
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designing the chassis for the 1952 Bristol engined 'G' type grand prix car, and on the
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Drinnon, Dale (July 2012). "Gone But Not Forgotten: Robert Eberan von Eberhorst".
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Technical University as a research assistant and Ph.D. candidate. In 1933
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The Racing Car - Development and Design. Clutton, Posthumus and Jenkinson
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entitled "Roll Angles". This theoretical study followed
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