Massive Vintage Engine on Dyno

I agree, and maybe even more with modern pistons, Carillo rods, etc....I don't know excatly what Jim did as far as "modernizing" during the rebuild...

 

Hi Jim,

Very interested to hear the results.

My 1949 Maserati has an in-line 6 with 1488cc. Its a left over pre-war supercharged engine without the supercharger and it uses three 32mm Webers with 7.0:1 pistons.

Maserati claimed 100bhp at 5700rpm. Reality is something closer 90bhp.

The car weighs in at almost exactly 2000lbs dry and with some very clean period aerodynamics is good for just over 150kmp or a tad over 100mph on the long straits.

I remember 01C/010I made 120bhp real bhp on the rolling dyno at the rear wheels before I ran it in the Mille Miglia in 1997.

After Ferrari switched to better bearings the engines became super reliable. Prior to that, engine life was measured in single races and the drivers were cautioned not even to practice in the car's prior to a race as the engine would not finish a full event and a practice.

I would bet you will see something right around 130bhp just over 6000rpm.

These little motors will easily spin to well over 7000rpm but engine life shortens up considerbly and the torque curve falls off fast over 6000rpm.

Good luck!

Bill

 

That means something around 155 at the flywheel; surprising if the motor had "stock" internals.

 

Amazing photos James, thank you for posting.

 

Truly wonderful; many thanks

 

Topic fuel:

The octane rating of the fuel has no direct influence at all on the power output, only indirectly by changing engine parameters. The higher the octane rating, the higher the possible compression ratio or supercharger pressure. If you have an engine designed for RON 90 fuel, and you use RON 85, it will knock. To prevent this you either have to change ignition timing or reduce compression, both will result in a loss of power output. If you use RON 95 nothing will happen at all. Earlier ignition point will only give positive result if the engine is NOT designed for RON 90 but for a higher octane gasoline. Using high-octane fuel will only improve power if compression is increased and/or cam angles changed.

Pre-war and early post-war cars are designed for RON 80 fuel (or in US terms 75, which is R plus M over 2), they can be fed with any gasoline commercially available today without any positive or negative effects. And those who really believe in the lubricating effect of TEL may add MMT.

Pure racing engines, especially supercharged ones, are different, as oxygenates (alcohols) played a major role in the period fuel. Has to do not only with octanes, but also with internal combustion cooling, would be too technical.

 

"Racing fuel" is no clear description, a chemical component analysis would be required. There are 2 types of octane increasing items - additives and components. Additives basically are organo-metallics, like TEL (banned), MMT (under heavy discussion), and Ferrocene (too much disadvantages). Components are basically either oxygenates (alcohols, ethers) or aromatics. Oxygenate molecules - as the name says - contain oxygen, so the Lambda value (relation between fuel and air) must be corrected. In other words, due to the oxygen in the fuel the oxygen-containing air must be reduced. Additionally the calorific value of oxygenates is lower than that of hydrocarbons, that of Methanol e.g. is about 50 % only. Contrary to oxygenates the aromatics have rather high calorific value, and also high density. All these properties must be exactly calculated when using racing fuel correctly.
Standard pump gas more or less is ideal for a compression ratio of 9:1, if then race fuel with high oxygenate content is used the Lambda value is incorrect. And in case of high aromatic content, the mixture may be too fat. Both will have negative influence on the fuel performance.

 

Heavy stuff!! With normal component blending the border line is somewhere in the range of 100-102, unleaded of course. 114 means for sure a lot of "aliens" in the brew which in fact may have negative effects on standard engines. Some wild guesses - Nitromethane or Nitrobenzene, Acetone, Naphthalene, Methanol, who knows?

 

You can bet on this!
The "fuel" which has been used by Mercedes-Benz in the 30's was so agressive that it could not be left in the cars between the races. The complete system was emptied and flushed with standard gasoline immediately after the races.

 

Part of the probelm is that there are "aliens" in every day US pump gas. I have had a few 50s and 60s cars on which I have rebuilt the carbs, clean out the fuel lines and alos the tank, and 5 or so years later, little pieces of rubber-like material start clogging up the jets again...

 

Interesting Jim - what is the name of the fuel line material? Just thinking ahead for my '57 Century...

Cheers
Kevin

 

Thanks - I need to upgrade my fuel delivery system in that car as it vaporlocked on me the other day, but I don't want to pressurize the stock lines in that car. Shrink wrap is a great idea to keep it looking correct-ish and I drive it not show it so a little deviation is OK.

Cheers
Kevin

 

The problem is not just the fuel lines; some carbs have rubber or plastic components that "melt" over time. Some 50s and 60s Alfas also use the vacuum system for the carb secondaries as a brake boost system, and eventually brake fluid gets sucked into the carbs, also "melting" parts

 

mr g
my experience on the fuel bladders runs parallel to the manufacturers recommendations
example
fuel bladders such as the ones ATL make over in Ramsey NJ. are only warranted for 5 years.
as such it would be best to change them at that time
prior to a forced check of the fire out system !!!
i have had far too many moments with fires and 118 octane race fuel
remember safety safety safety