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Verell Boaen (Verell)
Intermediate Member
Username: Verell
Post Number: 1254
Registered: 5-2001
| | Posted on Friday, October 17, 2003 - 9:04 pm: | |
The history of the 8-cylinder from the F 106 A to the F 106 C
The F106A and Dino 308 GT4
In 1963 Ferrari decided to abandon the 65� V6 Dino to study two new engine structures: a 90� V8 and a 12 cylinder boxer.
The engine that powered the 158 F1 (15 indicates the cylinder capacity of 1500 cc and eight the number of cylinders) was the first 8-cylinder Ferrari engine with a right angle between the cylinder banks, and the second, after the 156 F1-63, to use Bosch direct injection. This engine had a bore of 67 millimetres, a stroke of 52.8 mm and a total capacity of 1489.24 cc (unit capacity of 186.15 cc); it delivered 210 bhp at 11,000 rpm, with a specific power of 127.72 bhp/litre and a compression ratio of 10.5:1. The cylinder heads and crankcase were made of light alloy, the press-fitted cylinder liners were of special cast iron, while the crankshaft was supported by five journals and the 120 mm con rods were arranged in pairs. The valve train had twin overhead camshafts to activate the inlet and exhaust valves. There were also two Magneti Marelli distributors for the sixteen sparkplugs and four coils, while lubrication was dry sump type and fuel feed adopted four Weber 38 IDM carburettors.
With this engine John Surtees won the 1964 World Championship, although Ferrari also won the Constructors' title thanks to the contribution of two other cars: the 512 F1 (although it did not gain any points that season) and the 156 F1-63 (with which Bandini won the Austrian GP). The first designs for the F 106 A began to take shape from the engine of the 158 F1 in 1971; it equipped the Dino 308 GT4 designed by Bertone, which was thus the first road car built by Ferrari to be powered by an eight cylinder engine.
This car made its debut at the Paris Motor Show in October 1973 and was a sensation at the time, because it was not designed by Pininfarina whose signature had identified the styling of all Ferrari models. The public reaction to this model was not enthusiastic, at least initially, but that was mainly due to the fact that the car was decidedly different from the Dino 246 GT which had so excited Ferrari customers. We said "at least initially" because as soon as customers had a chance to test the car and to taste its qualities and the performance of the eight cylinder engine, which was a real step forward compared to the Dino 246 GT, success soon followed.
The transversely mounted three litre engine (2,926.9 cc), had a unit capacity of 365.86 cc, a maximum power output of 230 bhp at 6750 rpm, torque of 26.5 kgm at 4500 rpm and a compression ratio of 8.8:1. The architecture involved a 90� angle between cylinder banks. Each bank had two camshafts to operate the inlet and exhaust valves, activated by a toothed belt that replaced the traditional chain. This innovation was also adopted on the twelve cylinder boxer engine, while the V-shaped engines continued to use the old system.
The two valves on each cylinder (inlet and exhaust) formed an angle of 46�. The four dual choke 40 DCNF Weber carburettors were positioned on the two banks and each supplied two cylinders.
The new engine was very similar, with 12 cylinders, a bore of 81 x 71 mm and the same basic architecture, with a 90� angle between the cylinder banks, the light alloy casting of the cylinder case and cylinders with press-fitted steel liners.
Each of the two cylinder heads had two forged steel machined camshafts, the inner one of which activated the inlet valves while the outer one activated the exhaust valves. The camshafts were supported by three bearings and the lower part of the bearing was incorporated into the cylinder head casting, while the upper part was bolted to the head with steel bolts and washers.
Lubrication was wet sump type: the sump was cast in a single piece and incorporated the 5-speed gearbox, fitted parallel to the engine, as well as the self-locking differential.
The ignition used one sparkplug per cylinder (there were two types, Champion N7Y or Bosch W 200 T30), with two distributors mounted on the inlet shafts and a Marelli device, known as Dinoplex.
Six months later the F 106 AB engine was introduced on the 308 GTB, which differed from the previous engine because it adopted a dry sump (wet for the American market). This solution offered certain advantages such as a greater quantity of oil in circulation and a lower operating temperature. The other novelties that were introduced with this engine were different valve timing, a new Magneti Marelli AEI 200A ignition unit and a distributor (two for American versions).
Work on the design of the 3000 cc F 106 B engine began in 1974; its main innovation was that it abandoned carburettors in favour of Bosch K Jetronic injection which made it possible to obtain a power output of 200 bhp at 6500 rpm and 24 kgm of torque at 4500 rpm. In parallel, or almost, with the development of this engine, the F 106 C, a 2000 cc engine derived from the 3000 cc unit, was taking shape on the Maranello drawing boards. The engine, born to meet the many requests from the Italian market which was oppressed by the high tax on engines above 2000 cc, was presented to the public in 1975. To limit capacity, the designers reduced the bore to 66.8 mm, while maintaining the stroke of 71 mm. After this change the cylinder capacity was decreased from 2926.9 cc to 1990.63 cc, while the compression ratio was increased to 9:1. This engine, equipped with 34 mm Weber carburettors (instead of the 40 mm units of the F 106 A), delivered 142 bhp at 6750 rpm and a torque of 17 kgm at 4000 rpm.
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Steven R. Rochlin (Enjoythemusic)
Member
Username: Enjoythemusic
Post Number: 817
Registered: 4-2002
| | Posted on Wednesday, October 15, 2003 - 2:16 pm: | |
Dave,
MANY thanks for the heads up link to snipurl :-)
Yes, guess i ASSUMED members here would be registered with the Ferrari Owners website. My apologies accordingly folks.
Enjoy the Drive,
Steven R. Rochlin
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dave handa (Davehanda)
Intermediate Member
Username: Davehanda
Post Number: 2050
Registered: 5-2001
| | Posted on Wednesday, October 15, 2003 - 1:45 pm: | |
Link doesn't work, since you have to login.
BTW, here's the solution to long URLs. www.snipurl.com |
Steven R. Rochlin (Enjoythemusic)
Member
Username: Enjoythemusic
Post Number: 816
Registered: 4-2002
| | Posted on Wednesday, October 15, 2003 - 1:11 pm: | |
As a few weeks back many people asked me for the PDF of the engine for the 308... Never remembered WHERE it was on the Owner's site back then, yet today was playing around and found it!!!
See the below link:
http://www.owners.ferrari.com/cgi-bin/Feros/os/jsp/ownerSite_3.jsp?oid=9749&areaHeader=car&areaMenu=car&selectedMenu=3&categoriaOs=R_and_D%2F8_cylinder_engine&deep=5&BV_SessionID=@@@@1240175490.1066240647@@@@&BV_EngineID=ccccadcjjdgiejhcfjfcemmdgfndgln.0
Enjoy the Drive,
Steven R. Rochlin
PS: go SITE MAP ---> CARS ---> ENGINE EVOLUTION
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