Back to Back König 1000cc 8 cylinder oddity

[smittythewelder]

As far as which side of the crackcase you admit the intake charge, even before Konig built the double-rotary-valve fours, Hallum modified a round-block C by adding four little pumper Tillotsons through reeds to the exhaust side of the 'case. After Gerry Walin got hurt, this six-carb C was sold to a Midwest driver; present whereabouts unknown to me.

[smittythewelder]

About that Konig six: You said you beat the six and the eight because they were both top-heavy and clumsy in the turns. Did the six have expansion chambers? One of the advantages of an opposed-six (or and inline triple) is that you can build a very simple, pulse-tuned exhaust which makes pretty good power and saves all the weight of pipes and brackets and sliders and cables. With all that steel removed, a Konig six would seem to be a pretty tidy package. Less top-heavy than a Merc or Loop six, anyway. Thoughts?

[Steve Litzell]

I wondered the exact same thing, but the answer is easy .... Dieter cheated us ..... he used reed valves! Genius without equal!

Steve Litzell told me something else about the stacked 8 .... I haven't looked at those notes in a while, it might have been that there was a lot of trouble keeping the blocks aligned and the cranks aligned .... of course, about the time they got it really right, UIM outlawed the König 8 in F3.

The picture you see here of the 850 motor was made late in the program as the electric start flywhell and the openings for the reeds and later the Boch fuel injection. I think there were about 3 or so of these made for class 850.Motor was 500 on bottom and 350 on top with a special crank coupler to make the crank one piece. The only thing that held the blocks together were the one piece heads. The first motor was rotaryvalve and rope start. The driver of this was Ulrich Rochel and he won many races with this. Ulrich or Uli for short, was the main driver for König in this class. I think there are only two men alive that can build the cranks for these, one in Berlin the other in Georgia. In response to the bike motors and six cylinder motor, first the bike motors were outboard blocks. The castings as many are aware or made for rotaryvalve placement on either side of motor. The block was turned over with exhaustside up and rotaryvalve was then added. This was done so exhausts wouldnot hit the ground on corners, however the sparkplugs did touch the ground and always broke off. If some of you remember on the 70's type VC VD VE heads. there was a angled flat boss made with the sparkplug boss. When the heads were drilled for bikes and Ron Embrose's 3/4 car, the plugs were put in on an angle so they were not damaged on corners. The six cylinder motors were very short term motors as the cranks would twist easy. That is why Hans Krage's motor had electric start. He would leave the beach and then shut the motor off and wait the clock out and then restart the motor for the race. This was done to save the crank. This motor also had expansion chambers as well. The last time I was at the factory in 2000 or so there was the bike still with the 700 in it, aginst the wall, and at least 2 blocks and bits and pieces for the six cylinder motor. The six cylinder motor was 4 cylinders 66mm and 2 cylinders 64 mm to make the motor over 850cc to meet the OF class requirments. hope this helps
Steve

[Master Oil Racing Team]

The Konig 8 had twice as many cylinders and pipes as mine did. Plus I think my tower housing was shorter, so my center of gravity was pretty low. Another factor I hadn't considered until a previous post came up was that Dan had to be careful in the turns not to chew up all the gears. The six cylinder was stacked taller, and Hans's proprider was no match for a Butts Aerowing in the turns on a smooth course.

Here are a few pictures of the six cylinder from Phoenix. Hard to tell about the exhaust because of the cowling. Maybe I have some other shots somewhere. Steve Litzell, tell us what you know about it.

It would be very interesting to see what those two boats could have done on a course like Lakeland or Yelm. We were blown out at Lakeland and Marshall didn't have the motor dialed in yet, and I don't know whether he ever got back there to run it or not, but I don't think so.

[Steve Litzell]

The Konig 8 had twice as many cylinders and pipes as mine did. Plus I think my tower housing was shorter, so my center of gravity was pretty low. Another factor I hadn't considered until a previous post came up was that Dan had to be careful in the turns not to chew up all the gears. The six cylinder was stacked taller, and Hans's proprider was no match for a Butts Aerowing in the turns on a smooth course.

Here are a few pictures of the six cylinder from Phoenix. Hard to tell about the exhaust because of the cowling. Maybe I have some other shots somewhere. Steve Litzell, tell us what you know about it.

It would be very interesting to see what those two boats could have done on a course like Lakeland or Yelm. We were blown out at Lakeland and Marshall didn't have the motor dialed in yet, and I don't know whether he ever got back there to run it or not, but I don't think so.

Hi Wayne, I'm not sure about the exhaust that Hans had on this motor as this was one of the first for OF. The motor i seen at factory had chambers and also had three 48mm carbs. I was taught how to do the crank just for informations sake and also crank experience. I made two or three for the 8 Cylinder. As I said the 6 was a crank twister and did not hold up well. Also the class structure changed in UIM to allow the VE motor. the f class was mainly a USA class. I think I might have a rotarydisc for the 6 in my old stock stuff. I think I can answer any other questions you may have on this if you wish.
steve

[Larry Terzinski]

I Think one of the Konig 6's is in the hands of Rod Terzinski in Rhinelander Wis. Saved from possible junk yard or distruction from OMC a few years back. Motor is complete and has meg. exhaust. Lars 36W