Mercury Mark 40-H

[Aeroliner]

Going throuh my tools I found I had a number of sets of Merc ring compressors. What was odd I found I have a set of cast bronze ones. I thought Mercury made them from aluminum but I gest I was wrong. Anyone know if they were bronze at first and later aluminum.

Thanks,
Alan

[Mark75H]

I have often suspected that these were originally factory tools and only later became available to dealers later. That an earlier type exists does not surprise me.

[John (Taylor) Gabrowski]

Alan: Kind of makes one blink alright when something the same turns out different. I have a complete British Anzani Mark 1 racing engines tower and clamps etc, the complete unit that everywhere else seen is made of cast aluminum but here sits one that has major factory structural parts that are brass castings. There may be others but this is the only one indentified amongst restorers so far. There may be others that may be long gone too.

[Aeroliner]

Wishing everyone a very happy new year. Hope our sport will grow stronger this year and we can all see great races.
Alan

[Aeroliner]

Here is a photo of Harry Brinkmans "C" crankshaft that he used to win five CMR championships. In the near furture we will be able to offer crankshaft profiling for all Mercs. I will post some fhotos in the furture of Harries 75-H mod crankshaft which is really radical. Hope to also have that engine built by the summer.

Alan

[Aeroliner]

Here are some progress photos of the Merc 44 Mod engine Doug Kay is building for me. This engine is ported to the Brinkman standard and a number of unique things we are doing. Hope you enjoy the photos.

Alan

[John (Taylor) Gabrowski]

That is quite a bevel job for use in a Merc 30 cube 4 cylinder given that they are weak pulsing crankcase wise and you would think that such a bevel job would make that worse but then how does one regard the results otherwise? Seems there are pros and cons to beveled cranks being used in any Merc 30, 40 or 44 cubic inch Mod engine. Some of the quickest ones don't use them and still others do.

That 4 carb 44 is shaping up real nice from the pictures. It is going to make for one interesting engine when its all said and done. Please keep this thread up with the progress as you go along.

About your hogged out 44 cube and re-carbed Mark 40H with new cylinder heads and KC carbs and all, how were any additional runs since the initial ones? It sure does impress! I am helping a fellow out in the UK restoring his modified 40H thousands of miles from any other one that might exist so he can join in the a classics meet with it on pipes a period hydro or runabout too boot. By the way would you have a set of KG9/40H Quincy or other brand of pipes and filler blocks for a complete system for sale? That is one item he does not have yet to complete his 40H Modified for major components and so far if we can't get an original system we are going to have to cut up a later Mark30-55 set and adapting to make something workable which is last resort. What can you tell me about an available 2 into 1 or 4 meg pipe set for his engine? It would be nice to be Quincy but there were other makers too that were just fine. Any help or leads in this exhaust department would be greatly appreciated.

[Mark75H]

Brinkmans "C" crankshaft that he used to win five CMR championships

Why ask?

[John (Taylor) Gabrowski]

I can understand why you would re-machine the top of the ports and square them and the sides on the top side and downward but why reshape the bottoms of the exhausts ports too away from their original shape since by the time the pistons travel all the way down virtually the bulk of exhaust gases have left the cylinder before the exhaust port has gone about half the way down opening the exhaust port and any reflected wave through the pipes back should be hitting back when the exhaust port is well on its way to total closure? There are so many variations out there one has to ask the question in terms of the motivations and theories behind doing ports that way? As you know I do eductions in port numbers and their finished shapes by cutting out entire separators between exhausts ports to make one real wide one with a smaller though machined out narrow one next to it and doing same on the intake side with port re-shaping as that configuration for ports works too when it comes to adding power output. There is sure a lot of meat to think about and discuss to getting these old 44s so far past their design limitations as ski/fishing engines to the racers we make of them. To me they never fail to impress as do the people indulging doing them.

[John (Taylor) Gabrowski]

Sam: Why not ask? This is a discussion and pictorial board where people do ask questions and get answers to increase their participation on the board and in the sport? No? If knowledge is not spread the sport does not prosper.