Have you heard of Carlo Chiti?
Carlo Chiti was an Italian racing car and engine designer. Born in 1924, Chiti is best known for his long association with Alfa Romeo's racing department. He graduated with a degree in aeronautical engineering from the University of Pisa in Italy in 1953. He joined Alfa Romeo, moving on to Ferrari when Alfa's competition department was closed down in the late 1950s.
At Ferrari he was involved with the design of the famous Ferrari 156 Sharknose cars, with which Phil Hill won the 1961 championship
Through a new project, Autodelta, Chiti re-entered competive motor racing in the late 1960s. He rekindled his association with Alfa Romeo, for whom he designed a flat-12 engine for their Alfa Romeo Tipo 33 sportscars. These were eventually successful, winning the world championship for makes in 1975. At this time Chiti became involved in Formula One again, through the Brabham team, who signed an agreement with Alfa Romeo to use Chiti's engines. There was some success - Niki Lauda won two races in a Brabham BT46 with the Alfa engine in the 1978 Formula One season.
Chiti, primarily as a side interest, had already founded an engineering laboratory called Auto-Delta SpA
, in conjunction with a sport-minded Alfa Romeo dealer named Ludovico Chizzola. By this time, perhaps seeing the chaos at Ferrari following the mass sacking of Chiti et al, Alfa was eager to get back into racing, and absorbed Autodelta, without the hyphen, as its competition arm in 1963
Leaving Alfa in 1984, Chiti founded Motori Moderni
, which built turbocharged V-6s for the independent Minardi team in Formula 1. His final engine was a 3.5-liter flat-12 intended for a stillborn Subaru stride into Formula 1\
was a Formula One engine manufacturer from 1985 through 1987.
The company later developed a normally-aspirated 12 cylinder boxer engine,
known as the 1235, with support from Subaru for use by the unsuccessful Coloni team.
(Reminds you something?)
But, plugging on into 1990, once again there seemed reason for optimism. Coloni was getting a multi-cylinder works engine! Japanese manufacturer Subaru was interested in following Honda and Yamaha into F1 as engine suppliers, and in 1989 had subcontracted Italian racing engine company Motori Moderni, run by Carlo Chiti, to build a 180-degree, boxer flat-12, 60-valve unit. Although the engine was originally intended for Minardi, Subaru eventually joined forces with Coloni, buying a half-share of the team. Subaru's president Yoshio Takaoka became the official head of the team, although Enzo Coloni remained his vice, and in truth it was still he and new team and business manager Alvise Morin who held the reins. Paul Burgess, formerly of Onyx, was hired as chief engineer, and the team increased it staff levels once more. Onyx and Rial refugee Bertrand Gachot was signed to drive as the team pared back to one car and returned to Goodyear tyres. A revision of the C3, dubbed the C3B, was painted in the red, white and green of Fuji, Subaru's parent company.
But from the beginning, the writing was on the wall. Boxer flat-12 engines had been used by Ferrari during their glory years in the mid-70s, and after that by Alfa Romeo in 1979-80. With a low centre of gravity, Chiti believed the engine would have aerodynamic advantages. Called the '1235', it was given its first shakedown in a revised Minardi at Misano in May 1989. Further testing in the dynamometer had registered an output of 417kW, and Chiti's target was 447kW, or 600bhp. By anyone's standards, this was a somewhat modest figure. Worse still, the engine, to be driven through a Minardi gearbox, weighed in at 159kg. Although this was only 10 kilograms more than the Ford Cosworth V8, when combined with all its accessories including its electronic engine management system courtesy of Magneti Marelli, the whole assembly was some 112kg overweight. Not only did this create a tremendous weight disadvantage, it made for a weight distribution nightmare, as all the additional bulk was towards the rear end. And, needless to say, it made the handling of the C3B anything but friendly.
To cut the story short , this is not a Subaru forum, the engine was not successful so Subaru decided to pull the plug altogether, announcing at the French GP that it would withdraw after the next event at Silverstone. I think this happenned July 1990 .From Germany onwards, Coloni would be back in full control, and would revert to a Ford DFR engine prepared by Langford and Peck.
The Subaru EJ engine is a series of automotive engines manufactured by Subaru and introduced in 1989 .
So my conclusion is that Subaru contracted with Carlo Chiti , former Director of Autodelta , a man with experience with boxer and turbocharged engine from Ferrari , Alfaromeo and Minardi , to start racing in F1 but things got wrong. But from 1987 Subaru had involment with boxer engines and in 1989 they produced the EJ15 for Legacies and later Impreza's with combination of turbocharger. Unfortunately since the design of Chiti was not perfect for many reasons ( time, investment , testing etc) the problems were also transfered to Subaru's engines ( like crankshaft problems etc) and was not so good as Alfa Romeo's Boxer in terms of design and advantages.
Only if Alfaromeo has insisted on boxer engines and developed a turbo engine on her boxer (like Lancia) try to guess what we would be driving right now.