I'm curious if anyone happens to know the exact type of aluminum alloy that Ferrari used for sand-casting engines in the 60's and 70's. Most literature just says "light aluminum alloy", but I'm sure someone's got to know the exact type in order to do welding repair work.
Here are some good descriptions of the different types of aluminum alloys available today:
http://www.key-to-metals.com/Article14.htm
http://www.key-to-metals.com/Article12.htm
Type of Aluminum used for engine blocks?
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Michael Bayer
- Posts: 699
- Joined: Mon Nov 04, 2002 7:22 am
I remember reading somewhere the aluminum used was called 'siluminum', presumably for some silicon content.
Mike, what are you looking to have welded? I've been talking to a fellow about having my 330 head welded, and he basically said don't, unless you really have too. Apparently the 330 heads have nice thin walls for great cooling, and are prone to warping if things aren't done just right.
Cheers,
Jon
Mike, what are you looking to have welded? I've been talking to a fellow about having my 330 head welded, and he basically said don't, unless you really have too. Apparently the 330 heads have nice thin walls for great cooling, and are prone to warping if things aren't done just right.
Cheers,
Jon
Siluminum is aluminum alloyed with silicon for better casting (reduced shrinkage) and mechanical properties (far better strength).
The problem when welding engine parts often is that analysis of the material tells nothing of the metallographic structure. The metallographic structure in an engine casting is largely based on cooling rate after casting. Fast cooling results in fine structure meanwhile low cooling rate results in silicon forming large flakes that make welding very tricky. Usually different kinds of structures appear in different parts of a casting.
When repairing rare and expensive engine parts I would take them to a specialist who knows the theoretical background and has lot of experience of repair welding. It is also essential to understand that in some cases satisfactory repairs may not be within reach.
Best wishes, Kare
The problem when welding engine parts often is that analysis of the material tells nothing of the metallographic structure. The metallographic structure in an engine casting is largely based on cooling rate after casting. Fast cooling results in fine structure meanwhile low cooling rate results in silicon forming large flakes that make welding very tricky. Usually different kinds of structures appear in different parts of a casting.
When repairing rare and expensive engine parts I would take them to a specialist who knows the theoretical background and has lot of experience of repair welding. It is also essential to understand that in some cases satisfactory repairs may not be within reach.
Best wishes, Kare
temper temper
Workshop Manual for Tipo F101 states:
"The Crankcase is made of a light
high resitance aluminum and silicium [?] alloy
hardened and tempered"
and
"The two Cylinder Heads are made of aluminum-silicium alloy
hardened and tempered..."
('Silicium' a translation error for 'Silicon'?
Italian text uses 'Silicio')
at any rate the hardening and tempering process
may make welding attempts dificult if not impossible
and welding may indeed compromise the properties
imparted in the alloy during the hardening and tempering process
(proprietary along with the exact composition of the alloy, no doubt)
"The Crankcase is made of a light
high resitance aluminum and silicium [?] alloy
hardened and tempered"
and
"The two Cylinder Heads are made of aluminum-silicium alloy
hardened and tempered..."
('Silicium' a translation error for 'Silicon'?
Italian text uses 'Silicio')
at any rate the hardening and tempering process
may make welding attempts dificult if not impossible
and welding may indeed compromise the properties
imparted in the alloy during the hardening and tempering process
(proprietary along with the exact composition of the alloy, no doubt)