Update 14 - February 2014
My apologies to all those people that have been waiting for some more V6 news. Here it is!
In many ways last year has been a very busy year. In private, as well visitors of the museum and not to forget our sons “racing career”. He became Dutch champion in his class so this was a happy ending for all of us.
Never the less I could find lots of time to go on with my “dream”, the V6.
For both V6’s tubular frames, wheels, swing arms have been painted as well as the seat, petrol tank, mudguards for the 24 hour version.
Regarding the engine many hours again have been spent again on this. Timing the camshafts has cost me a fortune of time. They were put on time roughly a couple of months ago and I then also marked the gears and sprockets. With the valves in their seats now I knew what sizes of valve caps were needed. So a whole series of new valve caps were made and hardened. Both heads are on their places now and they both have the right camshaft timing.
A special adjusting tool has been made for checking the ignition timing by stroboscope lamp. The entire engine is closed and there is no place with rotating part to check this. The tool that I made comes in place of the generator. After the adjustment it can be removed and the generator can be put in instead. I’ am glad with this tool as I prefer not to gamble and it was Uwe Witt’s wish to have this timing checked anyway.
Next months are getting more and more exciting. When the engine is painted black it has to be put in the oven on 93 degrees Celcius for a while to get the high temperature paint chemical and petrol resistant.
From that moment on the V6 can be build up.
Will be continued...
Cor Dees
A busy season for our son’s racing experience but with a great result. Dutch champion in The “Liquid Class“.
It has cost my wife and me a lot of time but it was worth it.
The aluminium petrol tank has been coated before painting.
The prototype wheel got a modification it needed to fix the bevel drive.
A small frame adjustment had to be made because due to the change of the engines the 24 hour type has bigger carburettors and otherwise one would hit the frame tube. In 1978 this adjustment also has be made on Piero Laverda’s V6.
Two new coolant manifolds.
Although the very nice summer much time could be spent in my shed.
One of the 2 proto type valve covers. Note the first “A “.
Checking the petrol tank en seat combination before the frame goes to the paint shop.
I still had an original proto type frame that still needs some machining after the welding process. Here the boring of the headstock bearing holes.
3 Overflow tanks that were not available anymore and so had to be made again.
My friend Ton preparing the 4 wheels at the paint shop.
The painter at work.
Isn’t it beautiful !?
The timing of the camshafts and marking the gears and sprockets had been done several weeks before. After having polished the valves and seats it now became time to put in all 24 valves in the heads again.
Changing the valve caps.
Checking the valve-piston clearance at 10 degrees before or after TDC.
Engine sprayed in a high temperature base paint.
To get the final paint chemical and petrol resistant the engine has to be “backend“ at a temperature of 93degrees C. for a certain time.