250 Crank spec.

Discussion in 'Vintage (thru 365 GTC4)' started by theowinstone, Jul 3, 2018.

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  1. theowinstone

    theowinstone Karting
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    May 27, 2009
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    Theo
    Could someone kindly please post the spec. for 250 main and big end journals?
    Many thanks in advance
    Theo
     
  2. 335s

    335s Formula Junior

    Jan 17, 2007
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    T. Monma
    What type of 250 are you interested in?
     
  3. miurasv

    miurasv F1 Veteran
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    Nov 19, 2008
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    Steven Robertson
    My apologies for hijacking Theo's thread. Are there any/many differences between a 250 GTE crankshaft or 250 GT PF and competition cars like 250 TR/TdF/SWB/GTO and if so are you willing to let us know?
     
  4. theowinstone

    theowinstone Karting
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    I found out the spec. For future reference it is as follows:

    Mains 2.3602-2.3607
    Big ends 1.6235-1.6241

    As far as I am aware there were two types of crank. The difference being the rear oil sealing - early cranks used a 'dial' or scroll. Later cranks used a conventional lip seal. All had 12 counter weights. Here is an early crank with the dial at the rear. Pretty beautiful thing - even when a little dirty!
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  5. John Vardanian

    John Vardanian F1 Rookie
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    Sadly these scrolls, or as we call them here augers, are often cut out during a rebuild.

    john
     
  6. turbo-joe

    turbo-joe F1 Rookie
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    romano schwabel
    AFAIK the rod bearing halfs are 1 mm wider from the GTO than the GTE. I have here in stock those wider bearings, but don´t know the diameter yet. to long ago I got them. but if someone interested I will check
     
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  8. 335s

    335s Formula Junior

    Jan 17, 2007
    739
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    T. Monma
    There is a very specific reason that Ferrari went to dry sump systems in comp GT and Prototype(TEAM TRs are REALLY prototypes by this point, IMO)cars after Le Mans in 1959..
    The blocks for dry sump engines are differently made in very minor-yet significant ways-as are the crankshafts.
    Also, comparisons of the designs of these oiling systems: between say a/// 335S/315S and a TRi 60, are largely moot as the fundamental designs are so intrinsically different from a 3 liter, 4 stud engine(head bolt pattern). The principle area of focus/concern was the rod bearings and why they ALL failed in 1959....

    After this running change in design, these cars with this class of engine was essentially unbeatable until 1965....sort of like the New York Yankees of the era...
     
  9. 335s

    335s Formula Junior

    Jan 17, 2007
    739
    SF Bay Area
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    T. Monma
    I'm getting old...I forgot to post the numbers....
     
  10. Ed Niles

    Ed Niles Formula 3
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    Edwin K. Niles
  11. Lowell

    Lowell Formula Junior
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    Apr 17, 2005
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    Lowell Brown

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