V6 Aurelia Mania

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Back to Gianni‟s sports car racing program. Note the dedicated Lancia mechanics (right) changing plugs at the ‟53 “Panamericana” to the slightly (0,965) under square D-24. Triple carbs are 46mm DCF3 Webers feeding the 3.1 liter 6200rpm DOHC V6 engine. Lancia most gloriously won also the ‟54 “Panamericana” with their all new under square (0,915) 3464cc D-25 redlined at 6500rpm. Oddly rod length increased with 4mm to 164mm with 1mm heavier 25mm gudgeon pins illustrating (or maybe defying) the Daimler Maybach heritage discussed above. Power output increased to 280hp being twice the Willy Claes factory car. Because of oil pump starvation and the 4 th main journal being molten at 7000rpm during the ‟54 Sebring, Lancia had to give up their leading position jeopardizing “Panamericana” aftermath hopes. Extensive search for solutions like 3mm increased 68mm main journals, larger capacity oil scavenging and pressure pumps, larger oil content and altered oil coolers, resulted finally the car to produce the intended 280hp at 6900rpm. The end fifty‟s short stroke Ray Petty Manx Nortons, being fully comparable in capacity “parziale” could be raced safely at 10.000rpm producing over 60hp … on roller bearings. Thanks to modern design, metallurgic and lubrication knowledge today, high revving Ø108mm pistoned heavily under square Ducati‟s with ultra short pistons and conrods are reliably decorating our roads. Lancia was only just looking for such knowledge at the time ... in the wrong direction and probably blinded by “concurrenti ” the dead end street was not recognized! Whenever my 3rd test project will show the 3.5:1 rod/rad relation engine with (common VW Golf) 145mm conrods (right) running in a lowered B-20 block (below) is uncertain unless I‟m to hit the lottery‟s jackpot, but would be very interesting to learn about such more dynamic gas exchange caused by faster and earlier accelerating pistons. The right bank of the block has been virtually lowered only to show the difference compared to the left normal side. It would be a lot of work, but can be done by TIG welding a new edge 15mm lower followed by some machining to receive shortened cylinder (below left) liners. All other experiments are totally reversible except for this stage needing welding and machining, but all tests clearly could have been done in 1953 by Lancia Reparto Corse themselves and finally could have been presented as B-20 upgrades. Even the D-24‟s relatively high rod/rad relation of 3.7:1 being higher to the ‟53 model got exceeded by the later 3.3:1 ultra short stroke Ferrari Dino 246 V6 with yet these low design features and higher power output. After all my reasoning about rod/rad/crank related options one could additionally review our V6 block still being of the two valve type.
Enlarging valves as an option to improve performance is limited because they always have to fit in the available space, which will be larger for short stroke/large bore cylinder heads. In our relatively narrow B-20 spherical combustion chamber larger inlet valves easily could be installed (at a major overhaul) by exchanging the existing 43mm valve seats for 4mm larger rings fitting common Fiat 130 TC 43.5mm valves (as below) only to overlap the Ø 72mm squish edge a little requiring each piston to be grinded for clearance. Actually such enlargement from 35mm into 38mm would also be possible for exhaust valves. My experimental 3C conversion and triple siamesed exhaust system certainly would perform better and are at least an interesting next level test. In the meantime I feel the lottery coming my way very closely !! ?? Additional advantage could come from improvement on aerodynamics around the new seat edges resulting in less resistant gas flow by reshaping the entrance to the inside edge of the valve seats. See graphic design (right) projected in my B-20 cylinder head with its valve seats already removed only indicating dimensional position. Unfortunately 3 sets of spare cylinder heads are lacking to me as this would have been ideal for evaluation. Please feel free using the idea to your advantage and report me about your experiences. Having discussed the limited possibilities to improve on our B-20 engine power output one got to be creative. Lately at Martin Willems Living Museum I had to be on guard, because of the danger for getting mental institutionalized because of my Aurelia Mania or my healthy over creativeness, easily considered by non insiders as mental distortion. On the contrary it is big fun thinking fifties design level in honor of the great Francesco de Virgilio. The question why Lancia did not notice and certainly did not apply developments seen at other constructors but Ferrari will probably never be known. Quoting Nigel Trow: Yes that‟s a good question, but you‟ve got to realize that at Lancia‟s not always there has to be a reason ?? For instance using Morini‟s 3 valve setup (right) as a non patented possibility to improve easily on lighter inlet valve operation with a bonus 30% increased inlet area was never considered by senior constructors in the Reparto Corse Offices.
Page 1 and 2: V6 Aurelia Mania This article is ab
Page 3 and 4: With our studs and liners removed f
Page 5 and 6: external low pressure waist oil con
Page 7 and 8: Or instead even imagine for the 195
Page 9 and 10: to the valve porting of the front r
Page 11: EZM slowly tended to under square b
Page 15 and 16: Morini even developed their very su
Page 17 and 18: If I can do such design on the corn
Page 19 and 20: Zuffenhausen” solution (below) sh
Page 21: Francosporto‟s Related Links : Au

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