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the best compression ratio 1:12?
There is a lot of difference between the cylinders, it must be dead ....
Amen.

I dont think they mean compression ratio, but they did a compression test and this is somehow the results. Compression ratio is set by engine design (stroke and combustion chamber)
Pete
 

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Discussion Starter #442 (Edited)
Restoration of the locks










Today the restored locks arrived. Brilliant work executed by AlfaBB member Rafano from Vienna.

The two main keys are NOS blanks I had in stock. Rafano restored the door lock, trunk, gas and glove box locks and synchronized the “key code”. He also restored the old ignition switch. The parts are real masterpieces. You can feel the precision when turning the key.

The door handles are old stock as well, the driver´s side had been equipped with a wrong lock (possibly Alfa) and keys.

Fantastic work!

Hubert
 

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Discussion Starter #443 (Edited)
Weird carburetor setup

There is an exciting story behind this double 3B carb setup, which belongs to a friend. But the question is, is it worth buying and restoring?













The machining of the Pertinax block appers to be professionally made although the design is of "form follows function" department. The chain drive and the (not shown) linkage of the starters etc. look well made as well. it seems as if the carbs have been modified from 1 acceleration pump plus 1 enrichment pump to 2 acceleration pumps (like Porsche 911?)

A 3C inlet manifold has been used. The trumpets and the airfilter box have been lowered in order to fit the unit under the hood.

Has anyone seen this before?
 

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That's... rather interesting. I'm sure the story is too. Well made, but why not just source a 3C set, as there's already the manifold? Pertinax? Is that phenolic?

On a related (?) note, have you ever seen the 3B carb set up for a zwei-tack SAAB? Caught my attention at one point, as I probably went through a dozen strokers. Used to have a picture somewhere.
 

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Discussion Starter #445 (Edited)
That's... rather interesting. I'm sure the story is too. Well made, but why not just source a 3C set, as there's already the manifold? Pertinax? Is that phenolic?

On a related (?) note, have you ever seen the 3B carb set up for a zwei-tack SAAB? Caught my attention at one point, as I probably went through a dozen strokers. Used to have a picture somewhere.
Well, that exactly is the question. If we go back in time; I have a 3c engine (or 3C manifold only) and want to do something good to the aeration. Why not get a set of Webers but do this?

No, Saab 2 strokes with a solex 3 barrel have not crossed my way. There is literally now contact between me and 2 stroke, even my lawn mower is 4 stroke.

While I am writing this! There had been a 2 stroke in my life. I was working in sales for a valve manufacturer and we sold inlet valve stems for MAN B&W two stroke. Sounds strange but they have one inlet valve per cylinder. The valve had a hight of 1,8 m. Cylinder bore was up to 95 cm, power up to approx. 80.000 hp. When I remember correctly one cylinder made about 7.000 hp. If the customer needed more power he just added another cylinder!

Pertinax seems to be a brand name. Seems to be fibre reinforced phenolic or so. Used for circuit board mainly.
 

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i thought of my old 911 as soon as i saw those carburettors. it had triple choke webers on it and i loved them.
the phenolic blocks don't seem like a bad idea, but i would think aluminum might be better. i've only used the phenolic as heat protection to prevent boiling the fuel.
you can't really polish the inlets of those can you?
 

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Very charming and curious

"Has anyone seen this before?"
If you use Facebook there is a fairly active "Lancia Flavia & Flaminia" group, you Can try on it.
Giovanni
 

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Thats kind of interesting. Assume it was made for someone with a 3C manifold not wanting to pay for three Webers.... the 3B Solexes were probably cheaper. Is there any problem with clearance under the hood? It would seem worth keeping and doing if only for its uniqueness.... ?
 

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Discussion Starter #451
. . . Is there any problem with clearance under the hood? It would seem worth keeping and doing if only for its uniqueness.... ?
Yes, the trumpets have been shortened and the airfilter box chopped. Would be interesting to see what the long intake channels do to the running of the engine. My buddy wants to clean and put it on his desk in the first step. Will wait for that and after a while borrow it from him for performance tests>:)

Hubert
 

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Discussion Starter #452 (Edited)
Work on the “guest cars” is about to be finished. The Flavia engine had been installed on the Vignale and my buddy Tom collected the car and left to drive home. One hour later he gave me a call. Almost made it home, but only almost. The conrod bearing of piston no 3 ceased after 100 km.

What happened? When I rebuilt the crankshaft, I had difficulties removing the plugs in order to clean the oil channels. Decided that it will do without. But the oil channels were clogged, result see above. Conrod and crankshaft scrap, and all the work had to be done a second time.

The Schenck is ready for operation, so the Flavia engine will be the first to be tested. (Maybe up to 3.500 rpm . . .) With the new frame in operation the provisional engine test stand made out of an old Flaminia subframe is disused.







This is the new bearing after 100km without oil











 

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I'm taking the same risk with my 2500 coupe. it has been stopped so many years . the engine, however, seems ok, i dont want open it for nothing....
in these two years he has run often. last week I replaced the oil again and cleaned the cup because it had pierced a head plug. no metallic residue. I hope I have passed the critical phase!!
 

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it's tough when that happens. i find that i can go along being very lucky for very long periods of time. but then, when i just don't expect it, disaster happens. just often enough to remind me to be more humble.
 

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Discussion Starter #457
it's tough when that happens. i find that i can go along being very lucky for very long periods of time. but then, when i just don't expect it, disaster happens. just often enough to remind me to be more humble.
I would not say i enjoyed it, but as far as i am concerned, learning by setbacks sometimes goes deeper than learning by success. And the Flavia engines are good for a lot of learning (much more than Flaminia engines, i suspect). The story about the rebuild of our own Flavia engine has been published in our club magazine. It includes a very expensive rebuild by a well reputated professional, which lasted a little bit more than 1k miles (1.700 km). Ended up in more than a handful of dismantlings and reassemblies. I did not give up and made it in the end. But frustration had never been bigger!
 

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Discussion Starter #459 (Edited)
Angst

The Flavia engine has been repaired (new crankshaft, conrod and bearings) and installed on the new engine test stand and has been connected to the power meter. At the beginning it did not start because the ignition sequence was wrong. And I swear I did not change it!!! Once this problem had been solved, I shortly turned it up to 2500 rpm without the cooling water of the Schenck being running. The instrument did not move at all.

After turning on the water, the instrument woke up, while the engine stopped fairly quickly. The load lever of the power meter had been set too high. At that time, I got really nervous with the propshaft of the power meter idling right in front of me. Turned down the load with the remote control and started the engine again.

Did some playing with the engine revs and the power meter load but honestly was feared by the incredible noise the engine produced without exhaust installed while I had to stand very close to the rotating parts in order to operate the carburetor throttle for setting the revs. Made a few photos using the rc of the camera. The square instrument in the switch cabinet shows the revs. Engine revs and load interact and it needs some experience to balance them for correct measurement which I did not manage this time.

I made some jokes about the cable rc of the Schenck before, but now I see its legitimation. Even if you are not a milquetoast as I am it is difficult to observe the instruments, set the engine revs and the power meter load simultaneously while standing close to the roaring engine.

Each test brings a gain of knowledge! Still very many things to learn in order to get it right!

Next thing to be made is a remote control for operating the throttle and some emergency cutout to prevent going berserk of the engine. The throttle actuating will have to be sensitive and other than the pedal on the car will have to keep the position. The cutout should work on two features at least (ignition and fuel pump).

There is a spare Flaminia 2.5 3C without carbs on the shelf. I think I will install a 3B carb and put that on the meter next.









Just for reference: at maximum output (90hp) the meter should show 120N at 5500 rpm.

PS The engine frame is on wheels which allows to roll it under the chain hoist to install the engine, but during power metering it could be settled better. Will mount machine feet which can be lifted for taxiing
 

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very nice
It must be so noisy that if you have neighbors within 1 km they will think of a new war ... you will destroy the laboratory windows
 
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