MOTOR 4 CILINDROS MONDIAL

[elmotorizado43]

Otro motor que puede ser motivo de debate por su construcci?n. De arrancada la cascada de engranajes para mover las levas.

Esta es la c?mara cilindro con sus v?lvulas y resortes at?picos, creo que se llaman de torsi?n, en ingles es hairpin spring. Foto corresponde a, entre 4 y 5 de la foto anterior.

[Caribe70]

Buenos Dias:

Robert Phllips me envio las siguientes fotos del motor de su Ferrari Mondial, recientemente restaurado (ver en Ferraris, Ferrari Mondial):

Trofeos obtenidos en diferentes exhibiciones.

Observen que el motor tiene dos bujias por cilindro.

Anexos arreglados 30-Dic-15

Saludos,

[elmotorizado43]

Saludos Caribe, el motor del Mondial tiene muchas caracteristicas curiosas, entre ellas los resortes hairpin que se usaron en en los 4 y 12 cilindros, empezaron a usar los helicoidales con el Testarossa 250 si lei bien, otra caracteristica es la ausencia de una culata separada de los cilindros, todo de una pieza para evitar las fugas de las empacaduras.

[jsalgatti]

Saludos Caribe:
Complementando las im?genes del Ferrari de Robert Philips, traigo esta foto del mismo Ferrari 500 Mondial, que obtuve hace unos a?os en ferrarichat.com y cuando particip? en el 1er Gran Premio de Venezuela de 1955, al mando de Harry Schell y Eugenio Castellott; su particular color azul, fu? consecuencia de haber sido ordenado para un equipo franc?s, que creo no formaliz? su compra.


Foto tomada de ferrarichat.com y tomada por un aficionado

[elmotorizado43]

Entre los detalles curiosos del motor Mondial esta la ausencia de correas, lo que esta entre los dos distribuidores es un generador o dinamo de dimensiones monstruosas, comparado con los alternadores de hoy dia.
cilindro y c?mara integrado.

una toma con los 4.

La secci?n que tiene el cig?e?al viste desde abajo.

La misma secci?n vista desde arriba.

fotos de Salgatti

[Caribe70]

Buenas noches:

El Sr. Robert Phillips me envio el siguiente comentario a las fotos que uds. colocaron, el piensa que el motor que se ve se Series I 500 Mondial (Tipo 110), por el angulo angosto de las valvulas, dice que era muy dificil de armar el tren de valvulas (a la izquierda esta la parte por donde pasan los engranajes), y que luego salio una version Series II 500 Mondial con una tapa adicional.

Publico su comentario en Ingles abajo de la foto:

I have just looked at the photos posted by elmotorizado43 and I have a comment to offer.

He shows a cylinder head with liners in the following picture:


Please note two items: it is obviously not a Series II 500 Mondial motor as the valve included angle is narrow which is typical of the earlier Series I 500 Mondial (tipo 110). The second item of note is if you look carefully at the left end you can see that the front of the motor is cast integral with the cylinder head. This made placing the valve train gears a very difficult process.

The 750 Monza (tipo 105 and 119 motors and the 500 Mondial Series II (tipo 111) motors had a separate casting for the front of the motor which made the gear assembly far easier, as well as having a much wider valve included angle.

Please see attached:

Anexos corregidos 30-Dic-15
Saludos,

[elmotorizado43]

Gracias Caribe, ya que el sr lee el foro le respondere directo a el con una anecdota.
Hi Robert, the info I have I gathered in the net and some pictures were supplied to me by mr Salgatti.
Now, the reason this particular engine called my attention is, when I was between 14 and 16 years old, they had a Ferrari?s engine disassebled near my house, and as a kid I went to take a look at the piece of racing machinery and what really caught my attention was the construction without a separate head and it bugged my mind for a long time until I found some more engines with the same caracteristics, like the Offy, Delage and others.
Have a good one Robert and stop by, ciaooo

[Caribe70]

Saludos Motorizado:

De verdad que el motor es bien curioso y complejo ... le pregunte a Robert como hacian para asentar las valvulas (valve job) jajaja

Vamos a ver si se da una vuelta por aqui

Saludos,

[elmotorizado43]

Saludos Caribe, muy interesante tu pregunta, aunque eso lo vi cuando vi el motor destapado, lo que me llama la atenci?n es como meten los asientos y como los rectifican, la esmerilada si vi como la hac?an, se toma el v?stago de la v?lvula con una manguera que quepa justo y listo (en vez del t?pico chup?n que se despega a cada momento)

[Caribe70]

Motorizado:

Te copio su respuesta a como hizo para asentar los asientos de las valvulas (uuf, que trabajo.....)

Dear Eduardo,

Excellent question and the answer to which took me quite a while to determine. It turned out to be a multi step process.

1. I took a standard valve seat grinding pilot and shortened it enough so that I could fit it through the cylinder liner and into a valve guide.

2. I shortened a standard valve seat grinding stone holder so that it would fit through the cylinder liner and onto the pilot.

3. After fitting the coarse stone to the holder I (and my son and friends) would reach down the cylinder liner and pushing the holder and grinding stone against the valve seat and turn it perhaps 1/8th of a turn, and repeat and repeat...

4. After getting a good even surface on the valve seat, I would repeat this process with a fine grit stone.

5. I then inserted a valve into the valve guide after smearing the valve face with coarse carborundum grinding paste, and from outside the cylinder head I would repeatedly pull and turn the valve stem.

6. I then repeated this process using the fine carborundum grinding paste.

It took us about six weeks to finish all eight valve seats and a couple of months for the tops of our knuckles to heal from the abrasions from the cylinder walls. Of course with a normal cylinder head and using a powered driver on the stone holder this job is literally a matter of minutes not weeks. I think that if the cylinder liners were not in place that there would be room for a flexible joint between the driver and the stone holder so that the job could be done mechanically but I was not going to risk removing the screwed in liners after they have been set for over a half of a century.

Perhaps these photos will make it clearer.

Best regards,

Robert


Shortened pilot in place


Shortened holder and stones - note that with two different valve sizes I needed four stones. I also scored the sides of the holder to give our fingers better grip

Anexos corregidos 30-Dic-15

[elmotorizado43]

WOAowwooooo Robert I am sorry for your knuckles, a terrific challenge, just wonder how they do it at the factory, I cant judge from here without seeing first hand I assume you got plenty recommendations.
Congratulations on your great looking car.