Leo Goossen

{{short description|American draftsman, engineer, designer}} {{Infobox person | name = Leo Goossen | image =  | alt =  | caption = | birth_name =  | birth_date = {{Birth date|1892|6|7}} | birth_place = Kalamazoo, Michigan, US | death_date = {{Death date and age|1974|12|4|1892|6|7}}<ref name="hemmings3"/> | death_place = Los Angeles, California, US | other_names = | occupation = {{ubl|Draftsman|Mechanical engineer|Automobile designer}} | years_active = | known_for = | notable_works = }}

'''Leo William Goossen''' (7 June 1892 – 4 December 1974) was an American draftsman, mechanical engineer and automobile designer. He is known for his work with Harry Miller and his long involvement in the design and ongoing development of the four-cylinder Offenhauser ("Offy") racing engine.<ref name="gewbook"/>{{rp|43}}

Goossen is considered to have been the preeminent American designer of racing engines over a fifty-year period that began in the early 1920s.<ref name="imsm-bio"/><ref name="gewbook"/>{{rp|29}}

==Early years== Goossen's parents, Izaac and Kate, immigrated to the US from the Netherlands.<ref name="rdbook"/>{{rp|354}} They settled in Kalamazoo, Michigan, where Goossen was born. The family later moved to Flint, Michigan.

In 1908, Goossen left school at 16 to work as a blueprint machine operator in the engineering department of the Buick division of the nascent General Motors.<ref name="hemmings1"/><ref name="nschofam176"/> He continued his education by taking classes in mathematics and engineering at night.<ref name="gewbook"/>{{rp|25}}

Goossen's work caught the attention of two of Buick's principals at the time: Chief Engineer Enos Anson (E.A.) de Waters and Engine Designer Walter E. Marr.<ref name="nschofam176"/><ref name="gewbook"/>{{rp|25}} When Marr retired and relocated to Chattanooga, Tennessee, he continued to work on special projects for the division.<ref name="hemmings1"/> Goossen relocated to Chattanooga to collaborate with Marr.

In or around 1917, Goossen was diagnosed with tuberculosis, discovered during a military medical exam.<ref name="hemmings1"/><ref name="hemmings2"/><ref name="rdbook"/>{{rp|354}} He spent time in a sanatorium, but was told to relocate to a drier climate to complete his convalescence.

Goossen left Buick in January 1919, and moved to the southwestern US.<ref name="nschofam176"/> While there he worked briefly as a cow-hand near Silver City, New Mexico.

From New Mexico, Goossen went to Los Angeles. He applied for a job at the Miller race car workshop, and presented a letter of reference written by Walter P. Chrysler.<ref name="nschofam176"/><ref name="msm-feb1973"/> Goossen began working for Miller in August 1919.

==Automotive design career== ===1910s=== Goossen's design career started at Buick. Early on he was asked to create tracings for components used in the 1910 Buick 60 Special, also called the "Buick Bug".<ref name="gewbook"/>{{rp|25}} He designed the engine for a 1914 Buick cyclecar prototype.<ref name="gewbook"/>{{rp|25}} He was also involved in the design of the 1915 Buick "Twin-Six" V12 engine as well as a V6.<ref name="hemmings-mar2006"/><ref name="hemmings3"/><ref name="mcg-dec2018"/>

===1920s=== After moving to Miller, one of Goossen's first projects was to produce drawings for an advanced racing car whose design was already completed. His first major engine project was to complete the design for the straight four-cylinder double overhead cam (DOHC) T-4 engine to power Edward Maier's "TNT Special", named for Maier's TNT Auto Company.<ref name="ccz-tnt"/><ref name="christies-tnt"/> Goossen's valvetrain designs included a variation of the cup tappets he had seen on a damaged Ballot engine, but in Goossen's design the upper surface of the tappet was radiused.<ref name="gpe-25b"/><ref name="gewbook"/>{{rp|28}}<ref name="mt-may1970"/>

From December 1920 to January 1921 Goossen worked with racing driver Tommy Milton to design a new engine, which Milton then commissioned Miller to produce.<ref name="am-may2011"/> Driver Ira Vail also ordered a copy of the engine.<ref name="dss-apr2014"/><ref name="csf-sep2014"/> The engine was a DOHC straight-eight engine with four valves per cylinder, a barrel crankcase, tubular connecting rods, three main bearings and with cylinders and heads cast en bloc.<ref name="rdbook"/>{{rp|418–419}} This engine, called the '''Miller 183''', set the pattern for many of Goossen's subsequent designs.

Changes to engine rules announced for the 1923 Indianapolis 500 prompted Miller to have Goossen design a reduced-displacement engine based on the 183 called the '''Miller 122'''.<ref name="scm-sep2008"/> This engine appeared in 1922.<ref name="gpe-sigother"/>

While many of the concepts developed on Goossen's drafting table came directly from Miller, the detail design was increasingly left up to Goossen.<ref name="gph-miller"/><ref name="hemmings2"/><ref name="gewbook"/>{{rp|35}} Miller himself did not have a formal engineering education.<ref name="msm-feb1973"/> Eventually Miller stopped even checking Goossen's final drawings.<ref name="gewbook"/><ref name="msm-feb1973"/> Master machinist Fred Offenhauser used Goossen's drawings to produce the parts.

In 1923 Goossen took part in designing a front-wheel-drive system that was used in many of Miller's Indianapolis racers.<ref name="hemmings-dec2019"/><ref name="msm-sep2019"/> Miller applied for a patent for the system in 1925, which was granted in 1927.<ref name="usp-1649361a"/>

Miller's front-wheel-drive system was licensed by Errett Lobban Cord for use in the Cord L-29.<ref name="hemmings2"/><ref name="hemmings-sep2013"/><ref name="scg-cord"/> Miller was paid $1000 per month licensing fee.<ref name="gewbook"/>{{rp|36}} For use in the Cord the system was extensively modified by Goossen and Cord engineer C. W. Van Ranst.<ref name="adlerbook"/>{{rp|52}} The first prototype was running by 1927.<ref name="scg-cord"/>

In 1922–23 Goossen produced a DOHC cylinder head conversion for the four-cylinder Ford Model T engine that was used by Harry Hooker in his "Hooker 99" special driven by Elbert "Babe" Stapp.<ref name="nschofam179"/><ref name="gewbook"/>{{rp|29}}

In 1926 Goossen produced a marine engine called the '''Miller 151'''.<ref name="hemmings1"/> This engine was repurposed by some driver/owners for racing car use. It would go on to influence the four cylinder Offenhauser engine.<ref name="gewbook"/>{{rp|43–49}} Schofield produced a version of the 151 enlarged to {{convert|183|cuin|L|1|abbr=on}}. In 1930 Miller directed Goossen to draw up an even larger version. While a few engines of {{convert|200|cuin|L|1|abbr=on}} were built, the engine was soon enlarged to {{convert|220|cuin|L|1|abbr=on}}.

Another new Miller Indianapolis straight-eight appeared in 1927. Called the '''Miller 91''', it displaced just {{convert|91|cuin|L|1|abbr=on}} and had two valves per cylinder. With the addition of a centrifugal supercharger the earliest 91s produced {{convert|148|hp|kW|1|abbr=on}} while some later ones made as much as {{convert|285|hp|kW|1|abbr=on}}.<ref name="gpe-sigother"/><ref name="ebm-nov2013"/> Goossen called the Miller 91 his "baby".<ref name="msm-feb1973"/>

Goossen designed a one-off flat-eight marine engine called the '''Miller 148'''. Built in 1928, it was used in the racing boat ''Miss Rioco III''.<ref name="miller1"/><ref name="prewarcar"/> Boat and engine crashed and sank on their maiden outing. The engine was later recovered and finally restored in 2007.

In an effort to increase the participation of major motor manufacturers at the Indianapolis 500, Speedway president Eddie Rickenbacker enacted a set of major rule changes for the 1930 race. The changes became known as the "Junk Formula", and they effectively obsoleted the Miller straight eight engines. In response, in 1929 Goossen designed a series of three cylinder head upgrades for the Model A engine: a high-compression flathead, an OHV that became known as the ''Miller Hi-Speed head'', and a DOHC head.<ref name="cd-sep1993"/>

Boat racer James A. Talbot hired Miller to design a pair of new engines to power a boat that would contest the 1929 British International Trophy, also known as "The Harmsworth Cup".<ref name="nealbook"/>{{rp|467–469}} Goossen and L. A. Orsatti shared responsibility for the design. Each engine was to be configured as a 24-cylinder "W" with eight cylinders per bank, and would use cylinders, valvetrain components, and ignition system parts from Liberty. The dual ignition system was driven by six eight-cylinder distributors. A new aluminum crankcase was designed that retained the 45° inter-bank angle of the donor Liberty engines, allowing the same timing to be used. Other new parts included the cams, cam housings, articulated rods and crankshafts. Each engine displaced {{convert|3298|cuin|L|1|abbr=on}} and developed an estimated {{convert|1100|hp|kW|1|abbr=on}} at 2600 rpm.<ref name="mb-1929"/> The engine was called the '''Miller-Liberty 3300'''. The engines were installed in Talbot's boat, named the ''Miss Los Angeles II''. As installed, the crankshaft rotation of one engine was opposite that of the other. ''Miss Los Angeles II'' finished second in the 1929 Harmsworth. Afterwards the engines were bought by the Cragar Corporation with the intention that they would power a car called ''America 1'' in an attempt on the world land speed record, but the car was never built.

On 7 February 1929 Miller sold his company to the Schofield Corporation, which set up a subsidiary called the Miller Production Corporation Limited but which was commonly called Miller-Schofield.<ref name="gewbook"/>{{rp|36}} With US$5,000,000 of capitalization, the company was to manufacture Miller engines for aircraft, marine, and automotive use.<ref name="at-jun1929"/> From Miller the new company received machinery, drawings and patterns, and the rights to the series of performance cylinder heads designed by Goossen for Ford's Model A/B engine.<ref name="ebm-nov2014"/> The OHV version and a small number of the DOHC heads were built by Miller-Schofield. Goossen also went to Schofield, where his salary rose to $100 per month. In October 1929 the stock market crashed, and shortly after this Gilbert Beesemyer, one of Schofield's directors, admitted to having embezzled more than $8 million from the Guarantee Building & Loan Company. Schofield and the Miller Production Corporation filed for bankruptcy on 1 December 1930. Miller set up his own company again, with Goossen freelancing for him, including drawing up a {{convert|255|cuin|cc|0|abbr=on}} four-cylinder at the behest of Offenhauser, who was running his own shop at this point and contracting back to Miller. Goossen did not join Offenhauser full-time until 1944.<ref name="hemmings1"/> When Miller-Schofield failed, the Cragar company bought Miller-Schofield assets and put Goossen's OHV Model A/B heads back onto production.<ref name="hemmings-dec2016"/>

===1930s=== With financial backing from the Stutz Motor Company, engineer and racing driver Frank Lockhart built a streamliner called the ''Stutz Black Hawk Special'' to challenge the Land speed record.<ref name="msm-jan2004"/> The engine for the car was built by Riley Brett.<ref name="ve-history"/> The powerplant consisted of two Miller 91 top ends mounted to a common crankcase at a 35° degree angle.<ref name="gpe-sigother"/> The cylinder banks retained their individual crankshafts, which were geared together in the crankcase, with power leaving via an output gear mounted low in the case. The combined engines were supercharged, and Lockhart added two intercoolers.<ref name="omp-feb2013"/> On April 25, 1928, the car went out of control during the return run of a record attempt at Daytona Beach, throwing Lockhart out to his death. The engine was salvaged, and later became the basis upon which the Sampson IC-30 Indy car of 1930 was built. Goossen became involved in the project at this time, working with Brett to design a new underslung chassis of box-section aluminum for the car.<ref name="f8w-oct2005"/><ref name="orc-sampson"/> The front suspension used parallel quarter-elliptic leaf springs, while at the rear a De Dion tube was suspended on parallel torsion bars. The car appeared at the 1930 Indianapolis 500 for the first running of the so-called "Junk Formula". Driven by Louis Meyer, it took an early lead but had to pit for repairs. The car finished fourth.

Also appearing at Indianapolis in 1930 was a car called the Summers-Miller. Harry Hartz had Miller produce a revised straight-eight for it. Goossen began with the Miller 122, and enlarged it to {{convert|152|cuin|L|1|abbr=on}}.<ref name="orc-hartz"/> This engine was installed in the car and won the 1930 Indianapolis 500 in the hands of driver Billy Arnold.<ref name="nfs-1930indy"/>

In addition to the $1000 monthly licensing fee Miller received for the rights to his front-wheel-drive system, he was given a new Cord Brougham Sedan powered by a Lycoming straight-eight engine.<ref name="scd-1931v16"/> Miller wanted a more powerful engine to replace the Lycoming. Goossen did the design for the new powerplant.<ref name="nvs-v16"/> The resulting engine was a V16 engine with two inline banks of eight cylinders set on a barrel crankcase with an included angle of 35° between banks. Each inline bank was made of two straight four cylinder modules with integral cylinder heads. Each cylinder head had two overhead camshafts and two valves per cylinder. Displacement was {{convert|303|cuin|L|1|abbr=on}} and power output was {{convert|300|hp|kW|1|abbr=on}}. In 1931 this engine appeared in an Indianapolis racing car.<ref name="ucp-v16"/> The car was in third place when it pitted to have its sixteen plugs replaced due to fouling. It returned to the track and was running in seventh position when it had to retire due to a broken connecting rod. One year later the engine and car appeared again, but dropped out of the race due to a broken oil line.

At the 1931 Indianapolis race Miller met motorboat builder and racer Garfield Arthur "Gar" Wood.<ref name="gewbook"/>{{rp|39}} Wood wanted a pair of engines for a boat to take back the Water Speed Record from the British and their Rolls-Royce "R" aero V12 engines. Miller proposed a V16 like the 303, but much larger. Miller and Goossen designed the engine, while Ev Stevenson worked on the lubrication system and the cylinder heads. The engine was a four valve-per-cylinder DOHC V16 with a 54° angle between cylinder banks and one Schwitzer-Cummins supercharger per bank supplying air at {{convert|10|psi|1|abbr=on}}.<ref name="mm-jan2012"/> The original bore and stroke were {{convert|4.375| × |4.50|in|mm|0|abbr=on}}, but Wood's request for an even larger engine resulted in the bore being raised to {{convert|4.4375|in|mm|0|abbr=on}} for a final displacement of {{convert|1113.5|cuin|L|1|abbr=on}}. Each engine developed approximately {{convert|1800|hp|kW|1|abbr=on}} at 6000 rpm. The engines were installed in Wood's ''Miss America VIII''. After failing to take the world record during an attempt on 25 October 1931, Wood sold the engines without the superchargers. Boat and engines were eventually reunited.

After the 1931 Indy, Miller proposed building two copies of an advanced four-wheel drive car for the 1932 race as a promotional tool for the FWD Company of Clintonville, Wisconsin.<ref name="gewbook"/>{{rp|39}} Goossen contributed a new {{convert|308|cuin|L|1|abbr=on}} DOHC V8 engine with a 180° crankshaft, a split crankcase, and babbit main bearings with removable bearing caps.<ref name="mas-1932v8"/><ref name="rc-mar2017"/> The cars appeared at Indy in 1932, one sponsored by the FWD Company, the other by William A. M. Burden, a descendant of Cornelius Vanderbilt. Both cars retired.<ref name="cc-1932millerfwd"/>

Prior to the 1932 Indy race Hartz had gone to Miller's revived racing shop asking for another increase in displacement.<ref name="orc-hartz"/> In March 1932 Goossen used the same methods he used to produce the 1930 '''152''' engine to create a new straight-eight that displaced {{convert|183|cuin|L|1|abbr=on}}.<ref name="gewbook"/>{{rp|40}}<ref name="msm-feb1973"/> A four-cylinder derivative of this engine was the basis of the Miller Midget engine.<ref name="msm-feb1973"/>

Miller and Goossen were invited to Burden's home to discuss a project for a unique road car.<ref name="ae-jan2016"/> Burden and Victor Emanuel wanted Miller to build two copies of the most exclusive, highest performance road car of the time. Emanuel later dropped out of the project, so just a single copy was completed. The car was a long-nosed roadster with four-wheel drive and another V16 for an engine.<ref name="hemmings-dec2019"/><ref name="gewbook"/>{{rp|39}} Displacement was close to that of the earlier 303 engine, but the cylinder banks were separated by 45° in the Burden engine, and it was supercharged. Goossen estimated power to have been {{convert|500|hp|kW|1|abbr=on}}.<ref name="hemmings-dec2019"/> Completion of the car was delayed by Miller's bankruptcy, but it was eventually delivered. Burden sold the car back to the factory for $600.00.

On 8 July 1933 Miller's creditors filed an application for involuntary bankruptcy against Harry A. Miller Inc.<ref name="gewbook"/>{{rp|39}} Offenhauser's claims against Miller were settled in exchange for machine tools from Miller's Gramercy shop. Patterns for the Miller 220 engine also ended up with Offenhauser. Goossen never recovered his lost wages, forcing him and his wife to move out of their home to smaller accommodations.<ref name="gewbook"/>{{rp|40}}

In 1933, at Offenhauser's request, Goossen extensively revised the 220 engine incorporating features from Miller's V16 and the ''Miller Midget'' engine that was essentially half of a ''Miller 183'' straight eight, as well as ideas from other experimenters such as Art Sparks.<ref name="msm-feb1973"/><ref name="gewbook"/>{{rp|43–49}} For 1934 the engine was initially called the Miller/Offenhauser, but was renamed "Offenhauser" one year later.<ref name="hemmings1"/><ref name="gewbook"/>{{rp|43–49}} In 1937 the engine grew again, to {{convert|270|cuin|L|1|abbr=on}}.

In the mid-1930s Preston Tucker began to promote the idea of a Ford flathead V8-powered Indianapolis racer to Ford.<ref name="hr-ford100yrs"/> In February 1935 Ford accepted the idea. Tucker turned to Miller to design a modern chassis for the car.<ref name="mas-1935mf"/> The cars would be front-wheel drive, using Ford flathead V8s with Bohnalite cylinder heads. Goossen contributed the design of a new transfer case for the front-wheel drive cars.<ref name="hr-ford100yrs"/> Four cars appeared at Indianapolis on 12 May 1935, with Miller as the sponsor. None of the cars finished.

Driver Wilbur Shaw asked Goossen to design a new car for the 1935 Indianapolis 500.<ref name="ktrh-mar2017"/> The project was financed by Gil Pirrung. Construction took place over the winter of 1934/35 in the Los Angeles area. Goossen designed a front-wheel drive system that was both stronger and simpler than that used by Miller.<ref name="gewbook"/>{{rp|59}} The four cylinder, eight valve engine displaced {{convert|220|cuin|L|1|abbr=on}}, and was one of the first two engines officially called "Offenhauser". The car, called either the "Pirrung Special" or the "1935 Shaw Indy Special", appeared at Indy in 1935, where it finished second.<ref name="supercars-pirrung"/>

In August 1936 Goossen was hired by Sparks to design a new inline six-cylinder engine incorporating Sparks' ideas for the Indianapolis 500.<ref name="cl-jul1966"/> The engine, later known as the "Big Six", was a {{convert|336|cuin|L|1|abbr=on}} DOHC 2 valve-per-cylinder inline six that was fed by a centrifugal supercharger. It was manufactured by Offenhauser with final assembly by Sparks own people. It set fastest qualifying lap at Indianapolis in 1937, but retired due to supercharger problems.<ref name="gewbook"/>{{rp|71, 72}}

Goossen and Offenhauser were involved in a redesign of the clutch in the ''Thunderbolt'' land speed record car following a clutch failure during its 6 November 1937 run. The revised clutch was used for the car's record attempt on 19 November 1937.<ref name="omp-jul2020"/> Owner/driver George Eyston set a new land speed record of 311.42 mph and became, at 501.18 kph, the first person to travel more than 500 kilometers per hour.<ref>[https://www.nytimes.com/1937/11/20/archives/eyston-sets-auto-record-at-31142-m-p-h-breaking-campbell-mark-on.html "Eyston Sets Auto Record at 311.42 M.P.H., Breaking Campbell Mark on Utah Salt Flats"], November 20, 1937, p.1</ref>

In 1938 the ''Bowes Seal Fast Special'', also called the ''Stevens/Winfield Special'', appeared at Indy. The car was built by Myron Stevens, with partners Louis Meyer, Al Jones, and Bob Bowes of the Bowes Seal Fast patch company. Jones and Meyer later dropped out of the project, although Meyer would drive the car at Indy in 1938 and 1939.<ref name="gc-525"/><ref name="orc-stevens"/> With input from William Clement "Bud" Winfield, Goossen designed a supercharged DOHC {{convert|179|cuin|L|1|abbr=on}} straight-eight.<ref name="gewbook"/>{{rp|72, 99}} There were two valves per cylinder, with an included angle of 84° degrees between them. The engine used torsion bars in the camshafts to both drive the supercharger and absorb shocks from changing drive loads. Goossen tried vane and Roots style superchargers before finally settling on a Miller centrifugal blower. After Meyer retired from racing, driver Rex Mays posted some good results with the car.<ref name="ve-history"/>

In 1938 industrialist Lew Welch and Winfield embarked on a project to build a new V8 powered Indy car.<ref name="cbs-apr2020"/> Goossen worked on the engine, which was a DOHC V8.<ref name="gewbook"/>{{rp|73–75}} Cylinders and heads were cast en bloc in banks of four, with a larger separation between cylinders 2–3 than between 1–2 and 3–4.<ref name="mmcg-aug2016"/> There was one intake and one exhaust valve in each hemispherical combustion chamber, with an 84° included angle between the valves. The cylinder banks were attached to an alloy barrel crankcase. The flat-plane crankshaft ran in three bearings. Engine bore was {{convert| 3.185|in|mm|0|abbr=on}}, and stroke was {{convert|2.84|in|mm|0|abbr=on}}; total displacement was {{convert|181|cuin|L|1|abbr=on}}. Induction was boosted by means of a {{convert|10|in|mm|0|abbr=on}} centrifugal supercharger driven by straight-cut gears and running at 5.35 times engine rpm, delivering up to {{convert|30|psi|1|abbr=on}} of boost. Since it was intended to be installed in a front-drive chassis, the camshaft drive was at the flywheel end of the engine, while the supercharger was mounted at the opposite end. Power output was estimated to have been {{convert|450|hp|kW|1|abbr=on}}.<ref name="hr-mar2016"/> The engine first appeared at the 1941 Indianapolis 500 in a rebodied 1935 Miller-Ford front-wheel-drive chassis and renamed as another "Bowes Seal Fast Special". Driven by Ralph Hepburn, the car finished in fourth place.

===1940s=== In 1943 Goossen designed the front-wheel drive transaxle for Lou Moore's Blue Crown Specials.<ref name="martinsaalbook"/>{{rp|37}}

At the 1946 Indy the V8 engine built for the 1941 race reappeared. Power was now up to {{convert|510|hp|kW|1|abbr=on}}.<ref name="mmcg-aug2016"/> Goossen had designed a new front-wheel-drive chassis that was then built by Frank Kurtis. The car was called the ''Novi Governor Special'', and its powerplant the Novi engine. The engine became famous for its distinctive sound.<ref name="gewbook"/>{{rp|73–75}}<ref name="martinsaalbook"/>{{rp|56}}

In 1946 Offenhauser sold his company to Lou Meyer and Dale Drake, who formed Meyer & Drake and continued production and development of the Offy engine. Leo Goossen stayed on with Meyer & Drake as chief engineer.

===1950s=== Beginning in 1953, Goossen reengineered the Meyer & Drake engine to be mounted laid over to just 18° above horizontal to reduce the car's centre of gravity.<ref name="ai-may1958"/> This required many other changes, including a new crankcase and a new cover for the lower camshaft housing, among other things.

Racing promoter and team owner J. C. Agajanian decided to develop an Indianapolis engine based on the Studebaker V8 stock block.<ref name="hcc-mar2015"/> He hired Goossen to design new cylinder heads, resulting in a set of DOHC cylinder heads with four valves per cylinder.<ref name="mas-studev8"/> The Studebaker block was bored an additional {{convert|3/16|in|mm|2|abbr=on}} to {{convert|3.5625|in|mm|1|abbr=on}} while the stock stroke of {{convert|3.25|in|mm|1|abbr=on}} was retained on early engines, resulting in a displacement of {{convert|259|cuin|L|1|abbr=on}}. With a compression ratio of 12.8:1 suitable for methanol fuel and the addition of a dry-sump and Hilborn fuel injection, maximum power output was estimated to have been {{convert|372|hp|kW|1|abbr=on}} at 7200 rpm.<ref name="sa-jul1953"/>

For the 1955 Indianapolis 500 businessman and racing team owner Howard Keck hired Travers and Coon to develop an all new streamlined Indy car.<ref name="hemmings-tcindy"/> Goossen was hired to designed the engine, which was to have been a V8.<ref name="msm-nov2011"/> Keck terminated the project and withdrew from racing before the 1955 race.

In 1938 Joe Lencki, mechanic, team owner and developer of ''Lenckite'' (later renamed zMAX microlubricant), went to Goossen to have an engine designed embodying some of Lencki's ideas.<ref name="gewbook"/>{{rp|76–77}} Goossen designed a {{convert|270|cuin|L|1|abbr=on}} DOHC inline six cylinder engine with two valves per cylinder in a hemispherical combustion chamber.<ref name="el-offy"/> The engine was built in the Offenhauser shop. At the 1939 Indianapolis this engine, in the ''Burd Piston Rings Special'', retired due to a fuel pump failure.<ref name="bs-lencki"/> In 1940 Lencki went back to Goossen for a revised engine, one with a new cylinder head with four valves per cylinder in a pent-roof combustion chamber and a block that displaced {{convert|260|cuin|L|1|abbr=on}}. At that year's Indy the car retired with a thrown piston rod.

In the late 1950s Goossen collaborated with Arnold Birner to develop a DOHC multivalve cylinder head for the four cylinder Pontiac Trophy 4 engine. Installed in a lakester owned by Julian Doty and built by August "Gus" Sommerfeld and Robert "Baldy" Baldwin of B and S Garage, the engine was first run in 1960.<ref name="ahrf-doty"/><ref name="slsh-38"/>

===1960s=== In the early 1960s, Goossen provided consulting services to Ford during the development of that manufacturer's Indy V8 DOHC racing engines.<ref name="tmt-sep1979"/> Meyer & Drake Offy engine serial number 215 was bought by Ford through their "Auto Lite" division on 31 August 1962 to study before designing their new DOHC Indy V8.<ref name="gewbook"/>{{rp|190}} It is believed to have influenced the Ford engine.<ref name="hemmings3"/>

While at Meyer & Drake Goossen mentored Ed Donovan, and also designed the original gear drives for Donovan's company.<ref name="mshofoa-donovan"/><ref name="rpi-jul2012"/>

In June 1958 Lance Reventlow decided to build a Formula One car.<ref name="8wforix-mar2020"/> The chassis was designed by young engineer Marshall Whitfield and built by Troutman and Barnes. Reventlow hired Goossen to design an engine specifically for the project, fabrication of which would be handled by Travers and Coon of Traco.<ref name="8wforix-mar2020"/> An all new design, the Scarab F1 engine was an inline four cylinder engine, laid over to 11° from horizontal. The crankcase and cylinder block was one piece, cast in light alloy. The cylinders had press-in wet liners. Final bore and stroke were {{convert|3.75| × |3.375|in|mm|1|abbr=on}}, resulting in a displacement of just over {{convert|149|cuin|L|1|abbr=on}}. The cylinder head was detachable. The engine was noteworthy for using desmodromic valve actuation for the two valves, set at an 84° included angle, in each cylinder's hemispherical combustion chamber. The desmodromic system was based on the one used by Mercedes Benz on their 300SLR, a car Traco had access to. Each cylinder had two sparkplugs. Power output was estimated to be in the range of {{convert|210|–|230|hp|kW|1|abbr=on}}. Two cars were tested at Riverside International Raceway before being sent to Europe for the 1960 Monaco Grand Prix. The cars' best finish was a tenth place at the 1960 US Grand Prix.<ref name="hemmings-jun2014"/>

In 1965 Lou Meyer sold his share of Meyer & Drake to become a distributor of the Ford Indy DOHC V8. Dale Drake reorganized as Drake Engineering.<ref name="365-4dec1974"/> Goossen stayed with Drake as Chief Design Engineer.<ref name="hemmings3"/>

===1970s=== The final version of the Offy lineage that Goossen worked on was what became known as the '''Drake-Goossen-Sparks (DGS)''', an engine with displacement reduced to {{convert|183|cuin|L|1|abbr=on}} with the addition of turbocharging.<ref name="martinsaalbook"/>{{rp|37}} He produced drawings for this revision during the winter of 1973–1974, delivering them shortly before his death in 1974.<ref name="hemmings2"/>

Over the course of his career Goossen is credited with designing twenty-four engines and half as many complete cars.<ref name="msm-feb1973"/> It is said that he never attended a race.<ref name="irm-1978"/>

==Personal life== Goossen married Vera A. Babbs, a teacher, in 1929 at Coconino station, Arizona.<ref name="ancestry-1"/><ref name="ancestry-2"/>

Vera Goossen died on 18 February 1935, not long after the couple had adopted daughter Marilyn.<ref name="jg-feb1935"/><ref name="nschofam176"/>

In November 1974 Goossen suffered a stroke and was hospitalized. He died in Los Angeles, California on 4 December 1974.<ref name="hemmings3"/>

==Legacy== *In 1967 Goossen received a Distinguished Service Citation Award from the Automotive Hall of Fame.<ref name="ahf-1967"/> *1978 inductee into the Indianapolis Motor Speedway Museum.<ref name="irm-1978"/> *Enshrined in the American Auto Racing Writers & Broadcasters Association's Hall of Honor in 1979.<ref name="aarwbahoh"/><ref name="tmt-sep1979"/> *1994 inductee into the National Sprint Car Hall of Fame.<ref name="nschof-1994"/>

==References== <references>

<ref name="hemmings3">{{cite magazine |last=Ludvigsen |first=Karl |date=February 2006 |title=Leo Goossen |url=https://www.hemmings.com/stories/article/leo-goossen-3 |magazine=Hemmings Sports and Exotics }}</ref>

<ref name="gewbook">{{cite book |last=White |first=Gordon Eliot |date=2004 |title=Offenhauser: The Legendary Racing Engine and the Men Who Built It |publisher=MBI Publishing Company LLC |isbn=9780760319185 }}</ref>

<ref name="imsm-bio">{{cite web |author= |url=https://indyracingmuseum.org/fame_inductee/leo-goossen/ |title=Leo Goossen |website=Indianapolis Motor Speedway Museum }}</ref>

<ref name="rdbook">{{cite book |last=Dick |first=Robert |date=19 February 2019 |title=Auto Racing in the Shadow of the Great War: Streamlined Specials and a New Generation of Drivers on American Speedways, 1915-1922 |publisher=McFarland Publishing |isbn=978-1476672724 }}</ref>

<ref name="hemmings1">{{cite magazine |last=Donnelly |first=Jim |date=February 2016 |title=Leo Goossen |url=https://www.hemmings.com/stories/article/leo-goossen |magazine=Hemmings Classic Car }}</ref>

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<ref name="msm-feb1973">{{cite magazine |author=F.D.S. |date=February 1973 |title=A lifetime with the Offenhauser |url=https://www.motorsportmagazine.com/archive/article/february-1973/34/a-lifetime-with-the-offenhauser |magazine=Motor Sport }}</ref>

<ref name="hemmings-mar2006">{{cite magazine |last=Strohl |first=Daniel |date=March 2006 |title=Racy Roadster |url=https://www.hemmings.com/stories/article/racy-roadster |magazine=Hemmings Classic Car }}</ref>

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<ref name="ccz-tnt">{{cite web |last=Vaughan |first=Daniel |date=November 2012 |url=https://www.conceptcarz.com/profile/6878,16644/1919-miller-tnt-special.aspx |title=1919 Miller TNT Special Roadster / TNT1 Vehicle Information |website=conceptcarz }}</ref>

<ref name="christies-tnt">{{cite web |author= |date=20 August 2000 |url=https://www.christies.com/lotfinder/Lot/1919-miller-the-tnt-racing-car-1858493-details.aspx |title=Lot 77 — 1919 MILLER, THE TNT RACING CAR |website=Christie's }}</ref>

<ref name="gpe-25b">{{cite web |author= |url=https://www.grandprixengines.co.uk/Note_25B.pdf |title=Note 25B — Inverted-cup tappets |website=www.grandprixengines.co.uk }}</ref>

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<ref name="csf-sep2014">{{cite web |author=clamshack |date=6 September 2014 |url=https://www.flickr.com/photos/91981316@N06/15163121602 |title=2103 Miller's S8 Prototype -1921 Leach/Vail #3 car New at Indy 500 |website=Flickr }}</ref>

<ref name="scm-sep2008">{{cite web |last=Collier |first=Miles |date=September 2008 |url=https://www.sportscarmarket.com/profile/1923-miller-122-supercharged |title=1923 Miller 122 Supercharged |website=Sports Car Market }}</ref>

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<ref name="gph-miller">{{cite web |author= |url=http://www.grandprixhistory.org/miller.htm |title=Miller 91 |website=Grand Prix History |date=30 July 2011 }}</ref>

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<ref name="prewarcar">{{cite web |url=https://www.prewarcar.com/vintage-pornography-the-naked-miller |title=Vintage Pornography: the naked Millers |date=26 March 2013 |website=www.prewarcar.com }}</ref>

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<ref name="nealbook">{{cite book |last=Neal |first=Robert J. |date=15 January 2009 |title=History of the Liberty Engine |publisher=Specialty Press |isbn=978-1580071499 }}</ref>

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<ref name="at-jun1929">{{cite news |author= |title=Firm Formed To Turn Out Miller Motor for Airplanes |url=https://dmairfield.org/Collections/Cooper%20Collection/FortWorthPDF.pdf |work=Air Transportation |page=70 |date=8 June 1929 }}</ref>

<ref name="ebm-nov2014">{{cite web |url=https://www.enginebuildermag.com/2014/11/modified-ford-model-bs/ |title=Modified Ford Model Bs |last=Holder |first=Bill |date=14 November 2014 |website=Enginebuilder }}</ref>

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<ref name="omp-feb2013">{{cite web |last=Pearce |first=William |date=23 February 2013 |url=https://oldmachinepress.com/2013/02/23/lockhart-stutz-black-hawk-lsr-car/ |title=Lockhart Stutz Black Hawk LSR Car |website=OldMachinePress.com }}</ref>

<ref name="f8w-oct2005">{{cite web |last=Diepraam |first=Mattijs |date=7 October 2005 |url=http://forix.autosport.com/8w/rear-engines-two-engines.html |title=The rear-engined revolution: horses pushing the cart — Part 3: One engine is not enough |website=Forix 8W }}</ref>

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<ref name="mas-1932v8">{{cite web |author= |url=https://www.museumofamericanspeed.com/1932miller308.html |title=1932 Miller 308 c.i. DOHC V-8 |website=Speedway Motors Museum of American Speed }}</ref>

<ref name="rc-mar2017">{{cite web |last=Carey |first=Rick |date=21 March 2017 |url=https://rickcarey.com/miller-v-16-engine/ |title=Miller V-16 Engine |website=Rick Carey's Collector Car Auction Reports }}</ref>

<ref name="cc-1932millerfwd">{{cite web |author= |url=https://www.conceptcarz.com/profile/17191,22681/1932-miller-fwd-special.aspx |title=1932 Miller FWD Special Roadster Vehicle Profile |website=Conceptcarz.com }}</ref>

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<ref name="hr-ford100yrs">{{cite web |url=https://www.hotrod.com/articles/0305sr-100-year-ford-motor-company/ |title=100 Years of Ford Motor Company - One Fast Century |last=Gross |first=Ken |date=1 May 2003 |website=Hot Rod |access-date=10 August 2020 |archive-date=15 October 2019 |archive-url=https://web.archive.org/web/20191015001753/https://www.hotrod.com/articles/0305sr-100-year-ford-motor-company/ |url-status=dead }}</ref>

<ref name="mas-1935mf">{{cite web |url=https://www.museumofamericanspeed.com/1935millerford.html |title=1935 Miller-Ford |author= |website=Speedway Motors Museum of American Spee }}</ref>

<ref name="ktrh-mar2017">{{cite web |last=Tripplett |first=Kevin |date=2 March 2017 |url=http://triplettracehistory.blogspot.com/2017/03/the-1935-pirrung-special-on-display-at.html |title=The 1935 Pirrung Special |website=Kevin Tripplett's Racing History }}</ref>

<ref name="supercars-pirrung">{{cite web |last=D |first=Nick |date=24 April 2016 |url=https://www.supercars.net/blog/1935-pirrung-special/ |title=1935 Pirrung Special |website=Supercars.net }}</ref>

<ref name="cl-jul1966">{{cite magazine |last=Scalzo |first=Joe |date=July 1966 |title=Art Sparks — Stunt Man to Piston King |url=http://wildaboutcarsonline.com/members/AardvarkPublisherAttachments/9990410834482/1966-07_CL_Art_Sparks_Bio_1-10.pdf |magazine=Car Life |pages=66–75 }}</ref>

<ref name="omp-jul2020">{{cite web |last=Pearce |first=William |date=5 July 2020 |url= https://oldmachinepress.com/2020/07/05/eyston-thunderbolt-land-speed-record-car/ |title=Eyston Thunderbolt Land Speed Record Car |website=Old Machine Press }}</ref>

<ref name="gc-525">{{cite web |last=Kirby |first=Gordon |date=2016 |url=https://www.gordonkirby.com/categories/columns/theway/2016/the_way_it_is_no525.html |title=The Way It Is/ Indy car racing through the Depression |website=GordonKirby.com }}</ref>

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<ref name="mmcg-aug2016">{{cite web |last=McGuire |first=Bill |date=25 August 2016 |url=https://www.macsmotorcitygarage.com/secrets-of-the-novi-v8/ |title=Secrets of the Novi V8 |website=Mac’s Motor City Garage }}</ref>

<ref name="hr-mar2016">{{cite web |last=Taylor |first=Thom |date=22 March 2016 |url=https://www.hotrod.com/articles/five-craziest-engines-ever-to-run-the-indy-500/ |title=Five of the Craziest Engines Ever to Run the Indy 500 |website=Hot Rod }}</ref>

<ref name="martinsaalbook">{{cite book |last1=Martin |first1=J. A. |last2=Saal |first2=Thomas F. |date=1 March 2004 |title=American Auto Racing: The Milestones and Personalities of a Century of Speed |publisher=McFarland & Company |isbn=978-0786412358 }}</ref>

<ref name="ai-may1958">{{cite magazine |last=Kay |first=R. Raymond |date=15 May 1958 |title=Inclined Engines Catch On at Indianapolis |url=http://autodocbox.com/Electric_Vehicle/72785538-May-15-automotive-and-aviation-manufacturing-engineering-production-management-in-this-issue.html#download_tab_content |magazine=Automotive Industries }}</ref>

<ref name="hcc-mar2015">{{cite magazine |author= |title=America's Best V-8 Engine: Studebaker |url=https://www.hemmings.com/stories/article/americas-best-v-8-engine-studebaker |magazine=Hemmings Classic Car |date=March 2015 }}</ref>

<ref name="mas-studev8">{{cite web |url=https://www.museumofamericanspeed.com/1953studebaker.html |title=1953 Studebaker DOHC V-8 |website=Speedway Motors Museum of American Speed }}</ref>

<ref name="sa-jul1953">{{cite magazine |author= |title=The Stockers Are Coming |magazine=Speed Age |date=July 1953 }}</ref>

<ref name="hemmings-tcindy">{{cite web |url=https://www.hemmings.com/stories/2014/07/28/hemmings-find-of-the-day-1955-traverscoons-indy-car |title=Hemmings Find of the Day - 1955 Travers/Coons Indy car |last=Strohl |first=Daniel |date=28 July 2014 |website=Hemmings }}</ref>

<ref name="msm-nov2011">{{cite magazine |last=Kirby |first=Gordon |date=November 2011 |title=Iron man made in Indy |url=https://www.motorsportmagazine.com/archive/article/november-2011/103/iron-man-made-indy |magazine=Motor Sport }}</ref>

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<ref name="tmt-sep1979">{{cite news |author= |title=Auto Racing Hall Tabs 3 |page=39 |url=https://www.newspapers.com/newspage/308881512/ |work=The Times |location=Munster, Indiana |date=2 September 1979 }}</ref>

<ref name="mshofoa-donovan">{{cite web |url=https://www.mshf.com/hall-of-fame/inductees/ed-donovan.html |title=Ed Donovan, Drag Racing, Class of 2003 |author= |website=Motorsports Hall of Fame of America }}</ref>

<ref name="rpi-jul2012">{{cite magazine |last=D'Alessandro |first=Christen |date=July 2012 |title=Pulleys, Gear Drives & Timing Chains |url=http://epub.performanceracing.com/publication/index.php?m=1840&i=116235&p=66 |magazine=Racing Performance Industry |pages=64–69 |volume=27 |number=7 }}</ref>

<ref name="8wforix-mar2020">{{cite web |last=Rex |first=Ron |date=5 March 2020 |url=http://8w.forix.com/scarab-grandprix-engine.html |title=The Scarab Grand Prix engine |website=8W by Forix }}</ref>

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<ref name="irm-1978">{{cite web |url=https://indyracingmuseum.org/fame_inductee/leo-goossen/ |title=Leo Goossen |author= |website=Indianapolis Motor Speedway Museum }}</ref>

<ref name="ancestry-1">{{cite web |url=https://www.ancestry.ca/search/categories/bmd_marriage/?name=Leo_Goossen&_phsrc=ChY1&_phstart=successSource |title=All Marriage & Divorce results for Leo Goossen |author= |date=2020 |website=Ancestry.com }}</ref>

<ref name="ancestry-2">{{cite web |url=https://www.ancestry.com/search/collections/1093/?name=_Goosen&count=50&bsk=MDszNDAxOzU1MA-61--61-&fh=2850 |title=All Public Member Photos & Scanned Documents results for Goosen |author= |date=2020 |website=Ancestry.com }}</ref>

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<ref name="ahf-1967">{{cite web |url=https://www.automotivehalloffame.org/honoree/leo-w-goossen/ |title=Leo W. Goossen |author= |date= |website=Automotive Hall of Fame |publisher= |access-date= |quote=}}</ref>

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<ref name="nschof-1994">{{cite web |url=https://www.sprintcarhof.com/pages/hall-of-fame.aspx |title=Hall of Fame Inductees |author= |website=National Spring Car Hall of Fame and Museum }}</ref>

</references>

==Further reading== * {{cite book |last=Mueller |first=Mike |date=15 November 2006 |title=American Horsepower: 100 Years of Great Car Engines |publisher=Motorbooks |isbn=978-0760323274 }} * {{cite book |last=Setright |first=L. J. K. |author-link=L. J. K. Setright |date=1976 |title=The Designers |url= |location=London |publisher=Weidenfeld and Nicolson |chapter=Engine Developers |pages=141–145 |isbn=0 297 77050 0}} * {{cite magazine |author= |title=Leo Goossen: The Silent Giant of Racing |magazine=Motor Trend |date=April 1975 }} * {{cite magazine |author= |title=Leo Goossen |magazine=Road & Track |pages=63 |date=August 1966 }} * {{cite magazine |last=Prather |first=Maurice |date=June 1958 |title=Fabulous Four-banger |url=https://www.motortrend.com/features/fabulous-four-banger-june-1958-982-564-35-1/ |magazine=Hot Rod |location= |publisher= |access-date=}}

{{DEFAULTSORT:Goossen, Leo William}} Category:1892 births Category:1974 deaths Category:People from Kalamazoo, Michigan Category:American people of Dutch descent Category:American automotive engineers Category:American racecar constructors Category:Indianapolis 500 Category:National Sprint Car Hall of Fame inductees Category:20th-century American people