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Discussion Starter #423 (Edited)
Hubert
Were you a machinist before you "retired"?
:)
Bob,

when I was a young boy, my father told me how to repair a bicycle. Kept on learning ever since:smile2:

Still part of the "working minority", I am very pleased that my family allows me to spend so much of the spare time playing with my cars. And to be honest, I do not spend full time in the office, decreed myself a little bit of part-time employment.


Your whole shop is a piece of art!
Thank you, I put certain efford in keeping up some sort of "style". It is a permanent challenge. If you don´t pay attention, the place messes up within seconds!!!

Hubert
 

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Thet crank is very modern looking and beautiful.

Pete
 

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Discussion Starter #425 (Edited)
Engine assembly and other works

Engine 1339 is causing some headaches because more and more issues show up. Anyhow, the crank has been mounted as have the pistons. Pistons have been balanced to excatly the same weight (accuracy 1/10 g), conrods to 0,1g.

There is some shop work going on at the moment. In detail, the ceiling is being redone which requires a lot of moving equipment from here to there and back again. I am using a set of scaffolds, jamming the shop. Two cars have to stay outside at the moment.

The Schenck is in place by now, water has been installed and it is ready for operation. This thing is a perfect door opener, had some serious talk with a professor of a nearby university, institute for combustion engines, about the Flaminia engine. Received some hints of how to calibrate the Schenck including offering the apropriate tools for it, which he has in his lab. Furthermore a technician who has been working for Dr. Schrick, "the" camshaft company in Germany paid a visit. Developed some basic ideas on how to optimize the engine using original components only and in a second step do some naughty things . . .

The adopters for Flamnia and Flavia have been completed as well.

So many things to do. So many women, so little time . . .

















 

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Hubert
It is an art form!
However, I have a question.
In Post # 410, the lower picture of the transaxle.
There seem to be metal fan blades aft of the clutch housing.
??
 

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Hello Hubert, always super busy,are you doing the thermal insulation of the ceiling?

"Engine 1339 is causing some headaches because more and more issues show up"
What happens?
"Developed some basic ideas on how to optimize the engine using original components only and in a second step do some naughty things . . ."
Are you designing a super 400 hp engine?

Giovanni
 

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Discussion Starter #429 (Edited)
Hello Hubert, always super busy,are you doing the thermal insulation of the ceiling?

"Engine 1339 is causing some headaches because more and more issues show up"
What happens?
"Developed some basic ideas on how to optimize the engine using original components only and in a second step do some naughty things . . ."
Are you designing a super 400 hp engine?

Giovanni
Hello Giovanni,

yes, the ceiling and the roof are more than 100 years old, there was no insulation. There are two main reasons to do the work 1. save energy, 2. reduce dust. When I pumped up the volume of my stereo, dust started gushing out of the gaps.:grin2::grin2::grin2:

engine 1339

-some of the valve springs were broken, most others weak
-the engine had been driven with too small valve play, at least one cam of the camshaft is damaged, the camshaft is beyond repair
-the tappets are worn
-some of the rocker arms have griped(?)


From all the engines, people I know, my friends and I had checked on engine stands there was only one performing as promised. It was a 2.5 "1C" making 118 hp (should: 119hp). All the 3Cs and 2.8 3Cs ended up at 127 to 129 hp.

Back in 2009 I participated in the Gran Premio Nuvolari with the GT. One leg we had some problems getting rid of a FIAT 1100 Berlina (surely "elaborata"). That was the moment the idea of freshening up the engine showed up for the first time.

The primay target is to reach the factory values for power output, keeping the engine "original".

The other thing is something I should not talk about in public because I will receive a ****storm. That is building a naturally aspirated maximum torque engine. That idea came up when I spent a day with my Dutch friends having a glas of wine and a couple of Genevers. I heard of a bored 2.8l engine brought to 3,0l. The makers abandoned that project because they did not get the waste heat under control.

The cooling circuit is under control at "the Farm", so 3,2l or even 3,4l should be possible.

Hubert
 

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there are so many dead engines, it would be very interesting to bring a very gritty to life. I would not despise it at all. the heat will be a big problem .... they already suffer the originals when it's hot .....
 

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Discussion Starter #431
there are so many dead engines, it would be very interesting to bring a very gritty to life. I would not despise it at all. the heat will be a big problem .... they already suffer the originals when it's hot .....
Hello Giovanni,

the temperature problem of cars wih original engines has been solved. I have done a lot of research and some developments on this. We even did some cooling liquid flow measurements with a flowmeter, unfortunatley did not keep records of that, maybe I will repeat the tests. Long story short, the water pump can be improved. Furthermore we are making better thermostats for the water circuit, new thermostats for the oil circuit and new shutter thermostats.

An outlaw engine would require some extra cooling but I do have plans for that. I am confident that the standard radiator has a lot of capacity when used properly.



Spent a few hours cleaning the heads and repairing three spark plug threads.











Hubert
 

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Discussion Starter #433
I followed your research with interest, I found the air conveyor very interesting, so much to take inspiration ... thank you!
with that I found a good improvement!

With the new ceiling you can pump the stereo, or let the motors roar to the max!

Giovanni
That´s what it is all about. Sharing ideas!

Hubert
 

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I don't mess with old valve springs ever. They are always replaced (at least after the first engine I built). 389 Pontiac. I was 19 and built the engine for my 66 Bonneville. Figured that the springs look good - why spend the money? Fresh engine in the car and then drove 800 miles from York Pennsylvania to Indianapolis for a big hotrod show. Once we got there we figured we needed to "adjust the valves" (hydraulic lifters, so we obviously had no idea). Anyway, we pull the cover and then don't know what to do next. Push the car across the fairgrounds and ask the tech group about adjusting them. They reply " Probably should replace the broken valve spring first".

Fortunate to find a local speed shop with a new set of springs. Tow the car over and then replaced the broken spring in the parking lot with a shoe string through the spark plug hole to hold up the valve. Lots of learning. Most importantly - always use new valve springs!

Had $5000 in that car and sold it for $2500. Best tuition I ever paid!

Love the pictures of the fresh engine - I can almost smell it. Those plug threads look really bad - inserts fix it right up.
 

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Discussion Starter #439
Giovanni,

that´s a statement!:thumbup:

Provided they did not change the stroke, the bore is about 89 mm. With a cast iron liner this layout is for racing only, because it will not last too long.
 
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