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#51 B Squared

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Posted 13 March 2011 - 13:03

The following photos are from Aaron Lewis and kindly used with his permission. Thanks :up:

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1966 Eagle
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Eagle injection
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Eagle
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Repco
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Repco

More to follow.

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#52 Bob Riebe

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Posted 16 March 2011 - 06:07

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"While some may think 802 ci of fuel-injected mountain motor might be overkill for the street, they haven't felt power like this flowing through their veins. Even more amazing is that this thing runs on 89-octane pump gas. Inexpensive it is not, however.While making big numbers with 89-octane might have seemed like a stretch, the dyno showed this combination was right there with 1,417 peak horsepower at 7,100 rpm and 1,140 lb-ft at 5,800."

Edited by Bob Riebe, 16 March 2011 - 06:47.


#53 RB30X

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Posted 26 March 2011 - 00:34

From the Phillip Island Classic 2011

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#54 arttidesco

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Posted 26 March 2011 - 01:14

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4.7 Aston Martin V8 awaiting instillation into a GT4 Challenge car at Prodrive last weekend.

#55 Bruce302

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Posted 27 March 2011 - 05:04

Wow, some great engines. I would appreciate some captions becuase there are a few that don't look familiar.

Here is a 540 ci all aluminum big block in my buddy's Chev Vega.

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#56 Bob Riebe

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Posted 27 March 2011 - 05:30

Here is a 540 ci all aluminum big block in my buddy's Chev Vega.

Sweet, is that a Kinsler injection set-up?

#57 Bruce302

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Posted 27 March 2011 - 09:01


Sweet, is that a Kinsler injection set-up?


Yes it is Bob, Converted to EFI. An ex SCCA GT3, 4 cylinder car, now it is a real car.

Edited by Bruce302, 29 March 2011 - 06:47.


#58 Bruce302

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Posted 29 March 2011 - 18:22

Here is a beautifully detailed Trans Am engine, again from a friends Historic T/A Camaro. (302)
While we have seen some grubby engine bays, they weren't always that way. This engine shows the front running top team car preparation.

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#59 RB30X

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Posted 30 March 2011 - 02:20

This LS motor was on display at the Melbourne F1 in a Holden Monaro.

It only makes 492rwkw naturally aspirated.

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Edited by RB30X, 30 March 2011 - 02:24.


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#60 Lee Nicolle

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Posted 31 March 2011 - 21:39

Here is a beautifully detailed Trans Am engine, again from a friends Historic T/A Camaro. (302)
While we have seen some grubby engine bays, they weren't always that way. This engine shows the front running top team car preparation.

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A grey SBC?
Wjhat manifold is that? I can remember reading the Smokey Yunick book and he had the hots for those cross rams. Though evidently a LOT of work to make them work properly.

#61 kaydee

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Posted 01 April 2011 - 03:07

Surely the 32 valve DOHC Repco-Brabham 750 V8 engine with its 16 injector trumpets and 16 exhaust pipes has to find a place here...

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Edited by kaydee, 01 April 2011 - 03:08.


#62 Ray Bell

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Posted 01 April 2011 - 03:34

Apfelbeck, eat your heart out!

Lovely stuff, Kevin, thanks...

#63 Bruce302

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Posted 01 April 2011 - 05:25

A grey SBC?
Wjhat manifold is that? I can remember reading the Smokey Yunick book and he had the hots for those cross rams. Though evidently a LOT of work to make them work properly.


Gray like a Traco built engine, but it is also easy to see any leaks, and nicer to work on than a darker color.
That is indeed a cross ram, Yes there is some work to getting them work to their best potential, but 25 hp (+/-) over a single 4 barrel Z/28 manifold and 850 cfm carb, is worth having.
Smokey developed his own version of the Cross Ram (Smokey Ram) but they are essentially just a longer intake runner, usually associated with moving the peak HP further up the rev range.
The bottom line is that they do work.

Bruce.

#64 SJ Lambert

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Posted 05 April 2011 - 11:25

Repco Brabham Type 830, 2.5 litre, I think....


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#65 Lee Nicolle

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Posted 05 April 2011 - 22:09

Surely the 32 valve DOHC Repco-Brabham 750 V8 engine with its 16 injector trumpets and 16 exhaust pipes has to find a place here...

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Kevin, how good where those engines power wise? Obviuosly they had an extreme packaging problem compared with the 830 below and probably a weight problem too.

#66 kaydee

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Posted 06 April 2011 - 10:39

Kevin, how good where those engines power wise? Obviuosly they had an extreme packaging problem compared with the 830 below and probably a weight problem too.

Lee, I can't ever recall hearing any dyno figures for the 50 series heads. (Maybe Mike Gasking may know and post?)
But I do remember some mention that they required a fair amount of ignition advance. I think there was also some discussion re altering the patterns to fit 3 sparking plugs per cylinder to speed up the combustion. It was originally hoped that the 50 series head, with the four valves diagonally opposed would perhaps leapfrog the Repco-Brabham power output ahead of the other F1 engine manufacturers with their now "mandatory" 4 valve heads. However, I'm sure R-B soon realised the difficulty of packaging the 50 series engine (particularly the exhaust system(s) into a chassis plus the additional weight and decided it was more practical to pursue the more conventional siamesed porting with the 60 series heads. This all happened in the latter half of 1967 and time was running out to have an engine developed and ready for the 1968 season.

I might also mention that it was not an easy job to cast the 50 series cylinder heads as the assembling and accurate locating of the 32 individual port cores into the rather fragile water jacket core was quite an intricate procedure. (Whereas the later 60 series cylinder heads with the siamesed porting had only 16 port cores to assemble and cast.)



#67 Lee Nicolle

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Posted 06 April 2011 - 21:50

Lee, I can't ever recall hearing any dyno figures for the 50 series heads. (Maybe Mike Gasking may know and post?)
But I do remember some mention that they required a fair amount of ignition advance. I think there was also some discussion re altering the patterns to fit 3 sparking plugs per cylinder to speed up the combustion. It was originally hoped that the 50 series head, with the four valves diagonally opposed would perhaps leapfrog the Repco-Brabham power output ahead of the other F1 engine manufacturers with their now "mandatory" 4 valve heads. However, I'm sure R-B soon realised the difficulty of packaging the 50 series engine (particularly the exhaust system(s) into a chassis plus the additional weight and decided it was more practical to pursue the more conventional siamesed porting with the 60 series heads. This all happened in the latter half of 1967 and time was running out to have an engine developed and ready for the 1968 season.

I might also mention that it was not an easy job to cast the 50 series cylinder heads as the assembling and accurate locating of the 32 individual port cores into the rather fragile water jacket core was quite an intricate procedure. (Whereas the later 60 series cylinder heads with the siamesed porting had only 16 port cores to assemble and cast.)

It sounds like that engine would have benefited from a MSD type ignition. Which was not too far down the track at that time.
Though even then the packaging and as you say casting problems probably made the whole thing too hard. Really the Repco engine up until that time had been a fairly simple engine. And the KISS principle probably was part of that engines success.
Though it would be nice to know if that engine had better power. It looked very fast!!

Edited by Lee Nicolle, 06 April 2011 - 21:54.


#68 Lee Nicolle

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Posted 06 April 2011 - 21:53

Gray like a Traco built engine, but it is also easy to see any leaks, and nicer to work on than a darker color.
That is indeed a cross ram, Yes there is some work to getting them work to their best potential, but 25 hp (+/-) over a single 4 barrel Z/28 manifold and 850 cfm carb, is worth having.
Smokey developed his own version of the Cross Ram (Smokey Ram) but they are essentially just a longer intake runner, usually associated with moving the peak HP further up the rev range.
The bottom line is that they do work.

Bruce.

My engines are black. Because it is always in the gun!! [chassis black]

#69 arttidesco

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Posted 13 July 2011 - 00:27

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On behalf of David Hooper Caddilac V8 in the Farrallac.

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On behalf of Bernard Dervieux with thanks to Colin Warnes Roy Richters Cadillac V8 in J2 - 1513.

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Nissan V8 RC90K

#70 BritishV8

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Posted 13 July 2011 - 05:41

here's a cute itty-bitty V8...
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from a 1963/64 BRP-BRM Grand Prix car, soon to be featured on BritishRaceCar.com

Edited by BritishV8, 13 July 2011 - 05:42.


#71 Welby

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Posted 18 July 2011 - 04:51

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Holden 5.0 L V8 with quad 44 webers in a Holden Torana



#72 Bob Riebe

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Posted 18 July 2011 - 05:26

Sonny Leonard, current king of mountain motors has taken them one step farther.
There are engine with 5.20, then 5.30- now Sonny's latest has 5.40 bore centers.

Here is part of an article when he was still working on it.
I just got the newest Hot Rod magazine with an article on the now production engine, but I cannot put a picture up.
It does look different from the older engines as it has a bigger block. Standard small size will be 940 in. cu., but the first built for the gent who paid for the developement is 1005 in. cu. with a 5.22 bore by a 5.87 stroke.

“...I believed back in those days that engines could only get about 540 or 550 tops,” he admitted. “Those were mountains back then but in today’s world, they are effectively molehills.”

Back in those days the leading proponents of the massive displacement engines were not only Leonard, but Pat Musi and the legendary “General” Lee Edwards.

As overwhelming as the 1005 cubic inch engine is, Leonard isn’t naive enough to believe that it’s the end all of engine displacements. He definitely sees even larger on the horizon with the continual refinement of the technology.

“It takes two things, time and money,” admits Leonard. “If we could put a man on the moon and bring him back over 40 years ago, anything is possible.”

The general consensus amongst engine builders is that the larger the displacement, the less efficient it will be. For instance, Leonard believes an engine displacing in the range of 500 inches will more times than not be more efficient than one displacing twice as many cubic inches.

However, for brute horsepower in a car weighing 2350 pounds, size does matter. And truth be known, the outer dimensions on the 1005-incher will be the same as the 904-inch beast he completed last year.

“This engine is capable of running 8,000 rpm which was unheard of five years ago,” Leonard explained. “The door is open here. It might not be as efficient but it will go quicker. If it was weight per cubic inch, this wouldn’t be the way to go.”

Leonard is building this monstrous powerplant for Craig Olson and his CEO Racing team sponsored by Rescue Voice.

According to Leonard, the engine will be naturally aspirated and feature Sonny’s Racing Engines new fully in-house CNC-ported special Edition GM Hemispherical Cylinder Heads.

The heads on this 2150 horse engine will feature Sonny’s Ultimate Pro Stock porting. Other engine components includes SAR custom titanium valves, PSI springs, Sonny Bryant billet crankshaft, GRP billet aluminum rods, mammoth SAR/ custom pistons with special ring package, SAR/CE 1.062 keyed lifters, 1.031 tool steel taper-wall pins, SAR/T&D.

The mega-inch engine will also feature a Jesel shaft mounted rocker system, Jesel belt drive, Custom Dailey 7 stage lightweight dry sump oiling system, ATI balancer, MSD Ignition, SAR sheet-metal Pro Stock intake featuring SAR/ Accufab Throttle Bodies.

The engine will be equipped with a custom Big Stuff electronic fuel injection system, a set of billet valve covers from Moroso and an MSD Pro Series Starter.

The engine is based on a special SAR billet aluminum block with a 2-inch raised cam to accommodate the custom 70 mm camshaft.

Leonard estimates the engine will weigh about 675 pounds with an EFI system. The average 500-inch engine typically weighs in the 550 pound range.

“It will catch a lot of eyes and it will go plenty fast,” Leonard added.




#73 Lee Nicolle

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Posted 18 July 2011 - 11:18

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Holden 5.0 L V8 with quad 44 webers in a Holden Torana

If the bottom end is as good as the top it should be a nice tractable 500-525 hp.Add 40 or 50 for a 3.5 crank!

#74 asapiro

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Posted 18 July 2011 - 23:19

nice!
must be the recently restored 38
any more engine bay shots ???
thanks

photos: B²
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#75 werks prototype

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Posted 19 July 2011 - 00:08

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1.5-litre V.8 Arsenal C.T.A.

There is surely room for the crafty schemes of Monsieur Lory?

#76 Welby

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Posted 19 July 2011 - 01:47

If the bottom end is as good as the top it should be a nice tractable 500-525 hp.Add 40 or 50 for a 3.5 crank!


Hello Lee.

It was dynoed at 435 hp with a dual plane and rochester, then we added the quads.

Very tractable now.

#77 arttidesco

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Posted 26 August 2011 - 00:54

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Bristol 407 Viotti

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Bristol 411 Series 3

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Spyker Silvestris






#78 Bob Riebe

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Posted 26 August 2011 - 05:22

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SONNY'S 811 CU. IN. HEMISPHERICAL HEADED PUMP GAS ENGINE 1X4 (1325 HP)

DESIGNED TO RUN ON 91 OCTANE PUMP GAS. 811 CU. IN SONNY LEONARD HEMISPHERICAL HEADED STREET ENGINE PRODUCES OVER 1325 HP ON 91 OCTANE UNLEADED FUEL. WITH SONNY'S HEMISPHERICAL CYLINDER HEADS. THE 811 ENGINE FEATURES ALL THE LATEST TECHNOLOGY AND IS MADE FOR EVERYDAY STREET DRIVING, IT FEATURES ALL THE BEST COMPONENTS, FOR DRIVE ABILITY, AND RELIABILITY.
OVER 1325 HP!!
OVER 1200FT. LBS TORQUE

Edited by Bob Riebe, 26 August 2011 - 05:28.


#79 David McKinney

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Posted 26 August 2011 - 05:49

For non-American readers, that's 13,290cc :drunk:

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#80 arttidesco

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Posted 26 August 2011 - 07:06

For non-American readers, that's 13,290cc :drunk:


you missed a bit 811 cui = 13,289.908904 cc ;)

Wonder if I can persuade the landlady to have one of SONNY'S 811 CU. IN. HEMISPHERICAL HEADED PUMP GAS ENGINE's fitted when the TDi motor in her daily driver expires ?

Edited by arttidesco, 26 August 2011 - 07:07.


#81 Stephen W

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Posted 26 August 2011 - 08:08

here's a cute itty-bitty V8...
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from a 1963/64 BRP-BRM Grand Prix car, soon to be featured on BritishRaceCar.com


It may be small but it is perfectly formed. Great photo by the way.

:up:

#82 David McKinney

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Posted 26 August 2011 - 08:19

you missed a bit 811 cui = 13,289.908904 cc ;)

And what's that to the nearest cc?
Also, you're assuming that the original figure is exact. I suspect it's been rounded off to the nearest cubic inch


#83 arttidesco

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Posted 12 September 2011 - 18:16

And what's that to the nearest cc?
Also, you're assuming that the original figure is exact. I suspect it's been rounded off to the nearest cubic inch


I am learning not to make assumptions, but I believe you regarding the rounding off :wave:

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Meantime IIUC the 24 studs on these flat heads might indicate they are Ford Mercury V8's 3917 cc or 239 cui rounded off to the nearest unit ?

#84 Bob Riebe

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Posted 12 September 2011 - 21:41

And what's that to the nearest cc?
Also, you're assuming that the original figure is exact. I suspect it's been rounded off to the nearest cubic inch

Yes, in the past numbers were often off by x amount for reasons of rouding, or often so the displacement was different from that of a competitors which may be dead-on minus the tenths.

Nowadays the numbers either inch or metric, can mean little more often than not.


#85 arttidesco

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Posted 03 April 2012 - 12:04

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Aston Martin (Callaway) RDP87

#86 fredeuce

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Posted 03 April 2012 - 21:26

RB30X,
Can you tell us what this car and engine combination is?

In particular, I would like to know what those carbs are.

From the Phillip Island Classic 2011

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#87 RacingCompagniet

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Posted 04 April 2012 - 06:33

RB30X,
Can you tell us what this car and engine combination is?

In particular, I would like to know what those carbs are.

Carbs look like something from Solex

#88 arttidesco

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Posted 30 January 2013 - 01:49

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Nigel Paynes 8.8 litre / 538 CUI super modified BB Chevy, best time over 1/4 mile is 7.36 seconds without nitrous.

Edited by arttidesco, 30 January 2013 - 01:49.


#89 Lee Nicolle

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Posted 31 January 2013 - 23:01

http://imageshack.us/a/img255/6179
/http://imageshack.us/a/img837/425/carparts514.jpg
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Chrysler had twin carbs too, and you could close the bonnet!
Constant flow injected sidevalve.You could close thye bonnet on that too if it had one!
Factory 428 in a 7litre [manual] Galaxie that I had here for a while.

Edited by Lee Nicolle, 31 January 2013 - 23:06.


#90 arttidesco

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Posted 26 March 2014 - 15:28

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3.2 litre Judd V8 sitting in the back of Peter Howgates Ralt RT37.



#91 Doug Nye

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Posted 26 March 2014 - 18:42

Odd thing, this love of V8s. Apart from the little ones they have always struck me as rather agricultural, uncultured things...even the 4-cam big 'uns from Maserati. They are just 50 per cent short of a full picnic - V12s do it for me...

#92 bradbury west

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Posted 26 March 2014 - 19:59

Talking of V8s, I saw a photo today of a motorbike in 1907  with a Curtiss V8 installed , at which point it had been timed at some 136mph.......  The engine was cited as being designed for dirigibles. I would post it but cannot make the new setup work.

Roger Lund



#93 arttidesco

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Posted 26 March 2014 - 20:39

Odd thing, this love of V8s. Apart from the little ones they have always struck me as rather agricultural, uncultured things...even the 4-cam big 'uns from Maserati. They are just 50 per cent short of a full picnic - V12s do it for me...

 

Yes 12 probably is the optimal number of cylinders, but I'm not fussy anywhere between 1 and 32 or more I like them all :smoking: 

 

Talking of V8s, I saw a photo today of a motorbike in 1907  with a Curtiss V8 installed , at which point it had been timed at some 136mph.......  The engine was cited as being designed for dirigibles. I would post it but cannot make the new setup work.

Roger Lund

 

This one perhaps ?



#94 Macca

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Posted 26 March 2014 - 21:06

I think the 7th picture in post no. 53 will suit DCN......although not really in the right thread..... 

 

 

Paul M


Edited by Macca, 26 March 2014 - 21:07.


#95 GreenMachine

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Posted 26 March 2014 - 21:52

Phillip Island 2014 historics:
 
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#96 GMACKIE

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Posted 26 March 2014 - 22:45

I like these:-

 

http://thekneeslider...8-liter-455bhp/



#97 arttidesco

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Posted 27 March 2014 - 00:14



Talking of V8s, I saw a photo today of a motorbike in 1907  with a Curtiss V8 installed , at which point it had been timed at some 136mph.......  The engine was cited as being designed for dirigibles. I would post it but cannot make the new setup work.

Roger Lund

 

Speaking of Curtiss V8s

 

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I believe this is an 8.2 litre / 503 cui 90hp air cooled Curtiss OX5 development of the 4 litre /  244 cui Curtiss motor cycle V8, mounted aboard a vehicle called a Franziss.

 

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and here is another Curtis V8 aboard Duncan Pittaway's Monarch GP,

 

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a plate inside the Monarch suggests the motor came from a Curtiss H12 flying boat powered by a 160 hp Curtiss V-X-X I believe.


Edited by arttidesco, 27 March 2014 - 17:14.


#98 Lee Nicolle

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Posted 27 March 2014 - 03:13

Phillip Island 2014 historics:
 
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On that last pic of the quad carb Chev what are the carbs? Look like 97 bodies with some odd tops? The MSD box sort of looks out of place. He should hide it under the dash or something.



#99 DavidI

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Posted 27 March 2014 - 03:51

More from Phillip Island:

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There's a Chev hiding in there somewhere:

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#100 GMACKIE

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Posted 27 March 2014 - 04:31

 The MSD box sort of looks out of place. He should hide it under the dash or something.

Or at least paint it black.....as well as the coloured pipe fittings.