V6 Aurelia Mania

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Even at Bugatti‟s those advantages were used in their very successful type 35 sports cars. Oddly the very large (right) 46mm inlet valves of the Lancia D-25, Maserati 250-F and likewise 52mm for the Ferrari Dino 246 or even worse 54mm for the Maserati 61 Birdcage were not at all considered being the end of 2 valve technology development at increased rpm‟s. Even related to the cylinder bore these huge valves suffer great inertial problems related to their mass, obviously only to be solved with three or four valve setups. Another disadvantage will be such huge valves strongly deflecting the gas stream earlier hitting the cylinder wall nearby instead of streaming along into the cylinder. (left and below) If for instance FdV would have been given the assignment (by Gianni Lancia himself of course !!!) to explore the established Lancia design traditions for dusty common generalities and research for alternative solutions to improve on their racing program, he at least would have been stumbling over the above discussed items, being the theoretical genius he was. If so, Gianni Lancia certainly could have been showing himself off as the gentleman like Lancia godfather and family man, but he ruled against his brother in law getting him deported to the diesel department due to an unknown and certainly unsolvable supreme argument. Maybe FdV commented him on short sighted mainly empirical orientated development out of the Jano pleasing corner and consequently about inefficient spent financial resources related to the family company shares? Or was it about the ancient clash between large ego‟s concerning FdV‟s supreme presentation of <strong>V6</strong> crank balancing mathematics once defended at the Torino Polytechnico against at least one of the professors being professor Fessia. (Cementi era designs) In 1956 even Soichiro Honda bought a believed to be 3 valve FB Mondial 125cc GP racer, considered as state of the art, from the Fratelli Boselli personally for study purposes only. So imagine Gianni buying a twin carburetor 250cc single cylinder “tres valvole” 3V Morini GP engine (right) personally from Alfonso Morini himself (left) only to get it studied . . . . and had it enlarged 200% as a 500cc test bed fitting his D-25 program launching Lancia into the multi valve league.
Morini even developed their very successful 3V GP engine into 4V (left) upgrading their existing machinery obviously at low cost securing compatibility for another year. From 1960 on all Honda competition machines were 4V setup only. Mike Hailwood was their biggest star rider and together with Nobby Clark the three of us drank a lot of beer one night at the ‟65 Francorchamps GP meeting. Giugno 2009 At Martin Willems‟ overhaul department Wim got my engine completed with M9 studs, new liners and 9.2 pistons. Note the high piston heads installed and machined retention groove in the liner‟s flanges providing more grip to the head gaskets. Between the cylinders notice two oil drain canals. Wim (right) is installing the nuts on the right cylinder head‟s studs, while the gasket on the left bank is still visible. Wim and B. were amazed (below) finding the water pump fitting correctly between the 3C manifolds. Wait till they find out the distributor fitting tight against the #3 carb‟s left barrel !!
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 and 12: EZM slowly tended to under square b
Page 13: Enlarging valves as an option to im
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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