500 Mondial Series 2 - Page 6 - Ferrari Life
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post #101 of 787 Old 09-13-2011, 07:09 AM
 
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Hey Chris, it was a treat meeting you and your dad; I like being able to finally put faces w/ internet people!
Agreed!

Chris
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post #102 of 787 Old 09-13-2011, 12:01 PM Thread Starter
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Dear Chris,

Thanks for the kind words. We dodged the rainman and for most of the day it was heavily overcast. That cloudy light condition does wonderfully strange things to the color appearance of the car. Others can probably explain it better than I can but the blue almost seems surreal.

The car did receive the 1st in Class trophy for the Historic Race Car class, and it is nice that the trophy is not silver so will not need polishing.

Best regards,

Robert

Past & Present: 500 Mondial S2 0556(0446)/MD since June 1960
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post #103 of 787 Old 09-13-2011, 01:07 PM Thread Starter
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OK guys,

I have mentioned this before but I still have a hard time visualizing that the wheelbase of the Ferrari is nearly 6 inches shorter than that of the 1965 VW Beetle.

Best regards,

Robert

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post #104 of 787 Old 09-13-2011, 04:07 PM
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post #105 of 787 Old 09-13-2011, 04:59 PM Thread Starter
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Dear Ed,

Yes but the motor is at the wrong end.

Best regards,

Robert

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post #106 of 787 Old 09-13-2011, 10:54 PM
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yes, but the bug has a backseat!
Seats four, with luggage room in front, and creature comfort ??? w/ smiles Jimmy
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post #107 of 787 Old 09-15-2011, 09:51 AM Thread Starter
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A couple more shots from Radnor Hunt Concours:

Robert

Past & Present: 500 Mondial S2 0556(0446)/MD since June 1960
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post #108 of 787 Old 09-15-2011, 09:55 AM
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Admiral, did I mention my parents have put me up for adoption?

I'm very particular whomever adopts me, but you are at the top of my list.

(sorry Bryan)

Congrats on a well-deserved award!
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post #109 of 787 Old 09-15-2011, 11:48 AM
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Admiral, did I mention my parents have put me up for adoption?

I'm very particular whomever adopts me, but you are at the top of my list.

(sorry Bryan)
AL - the brother I never had -
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post #110 of 787 Old 09-15-2011, 12:59 PM Thread Starter
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Quote:
Originally Posted by 360 Modena View Post
Admiral, did I mention my parents have put me up for adoption?

I'm very particular whomever adopts me, but you are at the top of my list.

(sorry Bryan)

Congrats on a well-deserved award!
Dear Al,

Thanks for the kind words re the award.

Regarding adoption, I would take it more seriously if your TR were two words.

Best regards,

Robert

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post #111 of 787 Old 09-19-2011, 04:53 PM Thread Starter
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For the gearheads,

The majority of this thread has been about the finished car, shows and trophies but to me some of the most enjoyment was working with all the fascinating bits and pieces that make up the car. So for the next several postings I will show some of the innards. Enjoy.

1. Lampredi counter-wound valve springs
2. Springs and valves installed
3. Valves in combustion chamber
4. No belts or chains - all gear driven
5. Back of front covers

Best regards,

Robert

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post #112 of 787 Old 09-19-2011, 05:26 PM
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Thanks for starting down this road. I am sure there are many people here like me that would love to see and hear all about it. See you on sunday!

ps. how often do you need a gear job?! 3,5 years?



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post #113 of 787 Old 09-19-2011, 07:21 PM
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Admiral- That attention to detail on Lampredi's part is really outstanding. The springs damp each other.

Does the Mondial engine have the cylinder liners screwed into the heads like the Lampredi V12s or are they separate like the Colombo engines?

Taz
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post #114 of 787 Old 09-20-2011, 12:24 AM
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Thank You, Admiral. Simply beautiful ! Objects of art ! w/ smiles Jimmy
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post #115 of 787 Old 09-20-2011, 08:46 AM
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Admiral- That attention to detail on Lampredi's part is really outstanding. The springs damp each other.

Does the Mondial engine have the cylinder liners screwed into the heads like the Lampredi V12s or are they separate like the Colombo engines?
the springs are tough to re-install; we fabricated a tool using residential door hinges to stabilize the leverage necessary to depress these monsters. The neat little spring depressor tool that comes in the Lampredi tool box is probably fine for the much lighter-duty mousetrap springs in the Lampredi 12s, but no match for the hefty ones in the 4-cyl motors. As big a PITA as they are, the design is actually pretty ingenius and includes the redundancy you want in a race motor - if there is a fracture in one of the spring cols, you still have the force of three spring coils still operating on the valve stem.

yes, the cylinder liners screw up into the crankcase - technically, there is no "head" - the cam boxes sit on the crankcase, but the bottom of the cam boxes are not the top of the combustion chambers. So, in the third picture above (looking up the liner to the top of the combustion chanber), you see the very tight quarters you have left to try to apply a honing stone to the valve seats. since there is no way a drill shaft w/ a universal joint will fit up in there, you have to turn the stone by hand, about 1/8 of a rotation at a time, until your hand cramps up. It took less than 100 hours to do all 8 seats . . .!

I'll leave it to dad to post the explanatory pictures.
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post #116 of 787 Old 09-20-2011, 10:48 AM
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Bryan- Wow, that would be tough keeping the stones square with the valve seat. At least you know there is not going to be any blow-by or leakage with that liner set-up.

Fascinating little engine and likely tough as nails.

Taz
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post #117 of 787 Old 09-20-2011, 11:02 AM Thread Starter
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Dear Terry,

This issue took me quite a while to determine an appropriate solution. 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. It required a second ball bearing to keep it aligned on the pilot, and I scored the edges for better finger grip.

3. After fitting the coarse stone to the holder I (and my son Bryan and Michael Bayer each) 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, we 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.

Robert

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post #118 of 787 Old 09-20-2011, 11:49 AM Thread Starter
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As Bryan mentioned, the factory tool for assisting in removing and installing the valve retainer collets may work just fine on the smaller Lampredi V-12s but for the four banger springs it only helped in removal and even then I had to fabricate a different anchor base to match the spacing of the cam box studs.

Reinstallation proved to be a big challenge. My memory of my first engine rebuild in 1960 was that two of us with big notched screwdrivers were able to compress the valve springs enough to get the retainer and collets reinstalled. I suspect that being much younger, broke and desperate made a difference, for this time around regardless of how hard Bryan and Michael and I tried, we could not exert sufficient pressure to close the springs enough to even engage the factory tool. So back to the invention counter. There I came up with the idea of threaded compressors which fit around the necks of the springs and were mounted on steel door hinges which allowed for the rotation required in compressing the counter-wound springs. Not very fancy but it worked.

Best regards,

Robert

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post #119 of 787 Old 09-20-2011, 11:59 AM
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Ingenuity at it's best !!! Splendid endeavor. Thanx for showing and sharing, Admiral. w/ smiles Jimmy
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post #120 of 787 Old 09-20-2011, 12:07 PM
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Admiral- Very ingenious spring compressor. I would say the odds of those springs breaking are very slim.

Hand lapping the valves like you did is an old hot rod trick and really makes for a good seal.

That engine reminds of my English Lantern Clocks. You can see exactly how everything works and methodically figure out how to rebuild. Plus both sound great when they are running. The DOHC four has a much more exciting sound, though.

Taz
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