I will be adding to this section later, but first I have to collate all the mods I have carried out over the years, admittedly dormant for the last ten or so.

My philosophy on updating Panhards is probably different from the traditionalists, but the one thing I have in common, is I don’t like to destroy old parts. I will always try and make new replacement and updated parts, as opposed to modifying scarce OEM resources. This means a future Panhard owner can always revert back if they feel they want to, but why you would want to do this is hugely questionable to me.

All along I had a road map in my head for Panhard engine development, some of it is updating the OEM engine and enhancing it, but I think I am going to concentrate on improving the engine design, by incorporating modern components and negating the existing faults. This all started with a simplistic oil filter, then a revised lubrication circuit. Later there was an improved crankshaft assembly, that had longer life components and a maintenance pathway, but this was for a few good engines already. I looked at the charging system and that meant using an alternator, and I also started to dabble with electronic ignition. I even made a further mod to the oil filter conversion kit, to allow for the higher oil capacity sumps that can be fitted, and revised the oil lubrication circuit further.

The real issue is how radically do you jump before you lose sight of the original engine, but if you evolve too slowly, then the cost of making these steps becomes prohibitive. So like everything there has to be a compromise, unless somebody wants and can pay for a more bespoke product.

What are the compromises and decisions to date?

The oil filter conversion I designed is good enough for the existing engine demands, and although I designed a positive pressure version, the added complication is unnecessary, because the reality is, you’d be better concentrating on increasing the capacity to improve the oil. The oil circuit modifications negate the inherent flaws in either generation of Panhard engine, and they extend the service life further still, plus if you increase the capacity, the engines will run cooler in traffic. However, the engines will still have to be stripped periodically to remove the sludge like deposits in the crankshaft slingers, as this is part of the design, but at least the oil filter conversion will extend the service intervals, because the particulate sizes should be smaller.

The crankshaft can be overhauled, assuming it is serviceable, and the internal components will almost likely need to be upgraded by then, so there is an adequate solution from Peter Breed that covers this scenario. If your crankshaft is too damaged, I hope to offer a new solution, that will still allow standard internals to be fitted, but with alternative pistons. This same crankshaft design will allow for more bespoke components, and a larger capacity engine, which will mean new cylinders. The cylinder compression and sustained rev limit will be higher, and because of this the engine will have modern engine management and definitely be fuel injected. The only fuelling that I would consider for a non injected engine would be SU carburettors or CV types from a motorcycle. The end product of all this work would be a more powerful and reliable engine, that will be more able to cope in todays traffic, and as a result be more relaxing to drive.

Current project, engine #4, is a rebuild & update to Brian Osbourne’s 24CT engine.