.jpg) Lampredi V12 inFerrari 342 America | |
| Overview | |
|---|---|
| Manufacturer | Ferrari |
| Production | 1950–1959 |
| Layout | |
| Configuration | |
| Displacement | 2.0–5.0 L (122.0–305.1 cu in) |
| Cylinder bore |
|
| Piston stroke | 68 mm (2.7 in) V12 74.5 mm (2.9 in) V12 78 mm (3.1 in) L4/L6 73.5 mm (2.9 in) L4 90 mm (3.5 in) L4/L6 79.5 mm (3.1 in) L4 105 mm (4.1 in) L4 |
| Cylinder block material | Aluminium |
| Cylinder head material | Aluminium |
| Combustion | |
| Fuel system | Weber carburetor |
| Fuel type | Petrol |
| Oil system | Wet sump Dry sump |
| Cooling system | Water-cooled |
| Output | |
| Power output | 121–279 kW (165–379 PS; 162–374 hp) |
| Torque output | 170–270 lb⋅ft (230–366 N⋅m) |
| Chronology | |
| Predecessor | Ferrari Colombo engine |
| Successor | Ferrari Jano engine Ferrari Dino engine |
TheFerrari Lampredi engine was a naturally aspirated all aluminum 60°V12 engine produced between 1950 and 1959.Inline-4 andInline-6 variants for racing were derived from it.
Aurelio Lampredi designed a number of racing engines forFerrari. He was brought on to hedge the company's bets with a different engine family than the small V12s designed byGioacchino Colombo. Variants of his design powered the company to a string of world championships in the 1950s. All were quickly abandoned due to changing engine displacement sizes (because, starting in 1958, the sports regulations required sport cars to have engines within 3 litres), with theDino V6 and V8 taking the place of the fours and sixes and evolution of the olderColombo V12 continuing as the company's preeminent V12.
After little luck inFormula One with thesuperchargedColomboV12,Ferrari returned tonatural aspiration.[2] The task of creating the new V12 for Formula One use fell to Aurelio Lampredi, who designed a 3.3 L (3322 cc) unit, with bore centres at 108 mm apart, for 275 S and275 F1.[3] The SOHC, 2-valve engine debuted in 275 S, as a test bed, with threeWeber 40DCF carburettors, developing 270 PS (199 kW; 266 hp) and was soon upgraded with 42DCF Webers for 300 PS (221 kW; 296 hp) for F1.[4]
Applications:
Being unable to matchAlfetta 158 performance, Lampredi upgraded the design to 4.1 L (4101 cc) for 340 F1. Power output grew to 335 PS (246 kW; 330 hp) but the single-seater was used in non-championship race only and very soon replaced by even bigger engined Ferrari.[5] Like the Colombos, Lampredis engines found their way into road cars as well. The 1950340 America and later340 Mexico/MM were first with big 4.1 L (4101 cc) engines producing 220–280 PS (162–206 kW; 217–276 hp).[6] All GT road cars used wet sumps, apart for dry-sumped 340 America having engine based directly on the 340 F1.
Applications:
In the same year as 340 F1, the last Lampredi-designed F1 engine was inaugurated. Now at 4.5 L (4493 cc) and 350 PS (257 kW; 345 hp) installed in 375 F1, Ferrari was finally able to beat Alfa Romeo, in theBritish Grand Prix at Silverstone.[7] For the 1952 season Ferrari modified the 375 F1 for theIndianapolis 500 race. The bore was reduced by 1 mm (to 79 mm) for a total displacement below 4.4 L (4382 cc). NewWeber 40IF4C carburettors improved power output to impressive 380 PS (279 kW; 375 hp).[8] All Formula OneLampredi V12s useddry sump lubrication. This engine family remained the only Ferrari V12 never upgraded to a four-cam configuration. In 1953Lampredi V12 powering customers375 MM had displacement enlarged to 4.5 L (4522 cc) and power grew to 340 PS (250 kW; 335 hp).[9] Its detuned version also powered the375 America. Factory 375 MMs received different engines straight from Formula One, displacing 4493 cc.
Applications:
Lampredi engines moved to the250 with the 1953250 Europa. Unlike the earlier engines with theiroversquare 80 mm (3.1 in) by 68 mm (2.7 in) bore and stroke, the 250 used square (Bore 68 mm (2.7 in) XStroke 68 mm (2.7 in)) dimensions for 3.0 L (2963 cc) total. Power output was 200 PS (147 kW; 197 hp) at 6300 rpm.
Applications:
The penultimate displacement evolution came in 1954 with 375 Plus. This almost 5 L (4954 cc) engine shared its stroke with 375 F1 powerplant at 74.5 mm and developed 330 PS (243 kW; 325 hp) at 6000 rpm. This improvement helped score victories at Le Mans and Carrera Panamericana that year.[11] Apart for later 375 Plus and 410 S, all early Sport V12s usedwet sump lubrication. All Lampredi V12 engines had a stroke of 68 mm, except for 375 F1 and an enlarged 375 Plus engines.The big America engine was made even larger for the 1955410 Superamerica. Now with an 88 mm (3.5 in) bore and standard 68 mm stroke, it displaced 5 L (4962 cc) and produced 340–360 PS (250–265 kW; 335–355 hp) depending on carburettors setup.[12] The same engine powered the lastLampredi V12-engined sports racing car, the 410 S, with some upgraded to four coils and twin plugs per cylinder for a maximum output of 380 PS (279 kW; 375 hp).[13]
Applications:
Lampredi designed aninline-4 engine forFormula Two use. This was later adopted forFormula One andsports car racing cars through the 1950s. The original 2.0 L engine of 1951 would prove to be the longest-lived, continuing through 1957 in various cars. AllLampredi inline-4 engines useddry sump lubrication.
The initial engine was a 2.0 L (1,984.86 cc) unit with a 90 mm (3.5 in) bore and 78 mm (3.1 in) stroke. This engine was the second designed four-cylinder unit that Ferrari used in racing, appearing in 1951 in theFerrari 500 F2 entrant inFormula Two. The aluminium engine produced 165 PS (121 kW; 163 hp) with twoWeber 45DOEcarburettors, with power growing in 1953 to 185 PS (136 kW; 182 hp) with two 50DCO carburettors. Its first outing was an Italian GP on 23 September 1951, won by Alberto Ascari.[14]
An entirely different 2.0 L four-cylinder appeared in 1953 in the553 F2. This time, bore was 93 mm (3.7 in) and stroke was 73.5 mm (2.9 in) (2.9 in) for a total of 1,997.12 cc. Two Weber 50DCOA3 carbs produced 180 PS (132 kW; 178 hp).[15]
The original 1951 Formula Two, 2.0 L (1985 cc), engine was resurrected for theWorld Sportscar Championship in 1953 and the500 Mondial. With lower compression and two Weber 45DCOA/3 carburettors, it produced 170 PS (125 kW; 168 hp).[16] The same engine, now at 180 PS (132 kW; 178 hp), was used in the famous500 TR. The "red head" cylinder head lent its name to the car, the first Testa Rossa.[17] Another TR with this engine, the 1957500 TRC, was produced to comply with new regulations from C-section of the International Sporting Code. This model was only raced by customers.[18]
Applications:
Ferrari 625 F1 was the firstFormula One Ferrari car with aninline-4 engine. 94 mm (3.7 in) by 90 mm (3.5 in) dimensions were selected, for a total displacement of 2.5 L (2498.32 cc). Output was 210–230 PS (154–169 kW; 207–227 hp). However, the car was not selected for competition at the start, with the lower cylinder capacity 500 F2 being chosen. The F1 was first tested on 2 September 1951 in Bari.[19]
The 625 F1 car was reworked in late 1953 to become Ferrari's 1954 entrant as553 F1. The engine was bored and stroked to 100 mm (3.9 in) by 79.5 mm (3.1 in) for a similar 2,497.56 cc of displacement.[1] The F1 car, with 12:1 to 13:1 compression and two Weber 50DCOA/3 carburettors, pumped 260 PS (191 kW; 256 hp) from this powerplant. The oversquare engine reappeared again in the 1955555 F1 with exactly the same specifications.[20][21]
The first application of Lampredi's four-cylinder engine outside Formula One and Formula Two was this same 2.5 L (2,498.32 cc) unit in the 1953625 TF. The aluminium engine produced 220 PS (162 kW; 217 hp) with 2Weber 50DCO4carburettors. Although marked as TF the car never raced in Targa Florio. After theLe Mans disaster, the 2.5 L I4 was resurrected for the 1956625 LM car. With different carburettors setup, two Weber 42DCOA/3, output remained the same at 220 PS, which was enough for a third place at Le Mans.[22][23]
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Applications:
A big-bore version was also produced and implemented in 1953735 S. Displacement was now 2.9 L (2941.66 cc) with 102 mm (4 in) of bore, though the 90 mm (3.5 in) stroke was retained. Output nudged up to 225 PS (165 kW; 222 hp) with two Weber 50DCOA carburettors.[24]
Applications:
For the 1954 the bore of the Lampredi I4 was nudged up to 103 mm (4.1 in) for the 3.0 L (2999.62 cc) unit used in the750 Monza. Engine was a development of a Type 555 I4. Dual Weber 58DCOA/3 carburettors pushed out 260 PS (191 kW; 256 hp).[25]
Applications:
For 1955, theType 129 engine debuted in the857 S. Bore was the same 102 mm (4.0 in) as the Type 735, but stroke was now 105 mm (4.1 in) for a total of 3.4 L (3432 cc).[26] At the1955 Targa Florio, the 857 S came third overall, driven byEugenio Castellotti.[27] Same engine type as in 857 S, was later used in the 1956860 Monza with two Weber 58DCOA/3 carburettors and 280 PS (206 kW; 276 hp). These cars placed first and second atSebring and came second and third atMille Miglia that year.[28]
Applications:
In 1954 Ferrari produced its firstinline-6 engine. Aurelio Lampredi designed a prototypeTipo 114 2,977.28 cc (3.0 L; 181.7 cu in) engine for the experimental306 S sports car that never raced.[29] The internal measurements were identical to the 500 Mondial engine.[30]
Applications:
A biggerTipo 118 3,747.48 cc (3.7 L; 228.7 cu in) version was installed in the short-lived376 S sports car (also known as 118 LM) converted from 306 S chassis in 1955. It used the same 94 mm (3.7 in) bore and 90 mm (3.5 in) stroke and as the originalLampredi625 F1inline-4 engine, it was extrapolated from, and produced 280 PS (206 kW; 276 hp) at 6200 rpm with three Weber 58DCOA/3 carburettors.[29]
Applications:
Later same year735 LM (also known as 121 LM or 446 S) was created, intended for1955 Le Mans, this time named from its unitary displacement, the same as on the 735 S engine from which its dimensions were drawn. Lampredi modified the bore of the 376 S with 102 mm (4.0 in) for the 735 LMTipo 121 engine. Displacement was 4,412.49 cc (4.4 L; 269.3 cu in). Triple Weber 50DCOA/3 carburettors pushed power up to 330 PS (243 kW; 325 hp) at 5800 rpm. With this power, the 735 LM could hit 282 km/h (175 mph) on theMulsanne Straight at Le Mans. Both engines useddry sump lubrication.[31]
Applications:
Enzo Ferrari and Aurelio Lampredi were interested in creating extremely reliable engines for racing use. In 1955, after seeing the success of Lampredi'sInline-4 engines, the pair considered anInline-two engine for the slowest, twisty racing courses. Lampredi built a prototypetipo 116[32] with4 valves per cylinder and 2.5 L (2493 cc) of displacement. Bore and stroke were unusual 118 by 114 mm (4.6 by 4.5 in). Project was codenamed252 F1, as per naming convention. The engine produced 175 PS (129 kW; 173 hp) at 4800 rpm on the test bench, but broke the crankshaft due to poor balance.[33] The project was abandoned shortly after in favor of more-conventional I4 engines.[34]
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