F1technical.net

Brian.G wrote: @ Tok, Beryllium copper, wasn't banned then,
Brian,

IMO Beryllium Copper, being about 2% Beryllium is not banned
in grades for both electrical and mechanical applications, it's a well-established material (the electrical grade is almost indispensable)

Beryllium/aluminium alloys as used for pistons eg around 50% Be are banned
such materials (eg 'Lockalloy') have never established themselves in aerospace

how wonderful to see the intricate reality of this engine, something that took some designing and making !!
this stuff should wake up some who seem so cosy in this supposedly digital-everything world
the tapered cam surprised me (didn't the F1 BMW and others ?? use finger followers and untapered cams ?)

do we have a dimension for the cylinder bore ?

Interesting, so they're threading directly into aluminum castings? I thought that kind of thing was frowned upon... Threads in cast aluminum are not known for their durability, I wonder if they just put a stud in there and then bolt onto the stud to reduce wear on the aluminum threads.

Can I ask the valve seat angles?
Both seem to be multi-angled.
edit...Thank You!!!

They cambrace that was not shown similar to the rover k series engine? do you have a piston, I would love to see how short the skirt is.

Lycoming wrote:Interesting, so they're threading directly into aluminum castings? I thought that kind of thing was frowned upon... Threads in cast aluminum are not known for their durability, I wonder if they just put a stud in there and then bolt onto the stud to reduce wear on the aluminum threads.

Im not sure which ones you are talking about but head is held on with studs + steel nuts.
The head is held along sides with secondary studs, again threaded into head surface first, pass through block(deck rim), and steel nutted. These stud holes can be seen on the outside edges under ports so to speak. On the block access to nuts is tight but do-able.
The ladder bearing cam cover is held on with M6 Allens threaded into cast aluminum head @ journal bearing locations pictured.
Threading into aluminum isn't so bad as long as thread depth is 2.5 the Diameter of fixer. As for galling, that can be minimized too with either oil or fastener coatings.

@ Strad, I will have valve seat angles next week, I have to knock out seats, cut and get them under the scope to measure angles as accurate as I can.

Tommy, will get bore dia later - pretty sure its as big as they were allowed - I cant remember what this is as memorizing stuff you can look up is not something I do. I will double check for you of actual head just to be sure.
Thanks also for copper clear up - Im not hugely up to speed with what is allowed in percentage terms.

Will update with above soon, thanks all,

Brian,

Lycoming wrote:Interesting, so they're threading directly into aluminum castings? I thought that kind of thing was frowned upon... Threads in cast aluminum are not known for their durability, I wonder if they just put a stud in there and then bolt onto the stud to reduce wear on the aluminum threads.

With an engine of that era it'd only be used maybe a couple of times then be scrapped. So not many cycles for the thread to degrade that badly.

Back then it was not uncommon to have to throw the heads away after one race.

The beryllium-copper alloy used for valve seats has less than 2% Be content. With 2% Be or less the alloy still has good thermal conductivity, plus it also has a good CTE match with the aluminum head material, good mechanical strength, and is compatible in contact with a titanium valve face.

Ive been meaning to update,

Bore size - taken from imprint on head face, is coming out at approx 93.5mm +/- .2

So, Engine is 3.0L, 10 bores in total, 3000cc/10= 300cc each,

So, R = 46.75mm, working that at 43.68mm for a height of swept volume = 300.03cc

So,

Bore = 93.5mm
Stroke = 43.68mm
Throw = 21.84mm
Swept cc per cylinder = 300.03

All of these sizes are to be taken with some tolerance but should provide ballpark figures,

Brian,

I think a trip to Mayo is on the cards Mr G

John

Machining porn, nothing less Brian G., the castings look surprisingly coarse however, sandcast?

I believe so X.

strad wrote:I believe so X.

Surprising, I've seen the same finish on manhole covers.

That (sandcasting) combined with the stress and vibration was why they were often so full of cracks at the end of a race that they would have to toss them.

I'm certain that I've seen images of later F1 engines, looking very much like investment castings, am I totally wrong Strad?