Ferrari Colombo engine#125

Image:1947 Enzo Ferrari engine dept.jpg and his engine department work on the 125 S engine in 1947]]

File:Ferrari 125 F1 engine.jpg

File:1947 Ferrari 125 S.jpg]]

The first Ferrari-designed engine was the {{convert|1496.77|cc|L CID|1|abbr=on}} V12 125, the work of Gioacchino Colombo and assistants Giuseppe Busso and {{ill|Luigi Bazzi|it}}. The engine's name, and the car powered by it, the 125 S sports racer, were derived from the tiny {{convert|124.73|cc|1|abbr=on}} {{convert|55|mm|2|abbr=on}} by {{convert|52.5|mm|2|abbr=on}} cylinders. The single overhead camshaft 60° V design had one cam on each cylinder bank, two valves per cylinder, and three 30DCF Weber carburetors. A 7.5:1 compression ratio yielded {{convert|118|PS|hp kW|0|abbr=on}} at 6800 rpm. First appearing May 11, 1947, the engine allowed the company to claim six victories in 14 races that year.

Colombo and Ferrari had designed the engine with Formula One regulations in mind, and introduced it the next year in the company's first F1 car, the 125 F1. This time, it was supercharged, in accordance with F1 dictates, for a total output of {{convert|230|PS|hp kW|0|abbr=on}} at 7,000 rpm. However, the single-stage Roots-type supercharger was incapable of producing the high-end power required to compete with the strong eight-cylinder Alfa Romeo 158 and four-cylinder Maserati 4CLT. Nevertheless, strong driving and a nimble chassis allowed the company to place third in its first outing, at the Valentino Grand Prix on September 5, 1948 and the company persevered in racing.

For 1949, the engine was further modified with dual overhead camshafts (though still two valves per cylinder) and a two-stage supercharger.{{Cite news|url=https://jbrcapital.com/ferrari-finance/v12-ferraris-the-engine-that-made-ferrari/|title=The Story of the V12: The Engine That Made Ferrari|work=JBR Capital|access-date=2018-04-23|language=en-GB}} This combination gave the car better top-end performance and the resulting {{convert|280|PS|hp kW|0|abbr=on}} gave it five Grand Prix wins. Development continued the following year, but the problematic superchargers were dropped in favor of larger displacement and Lampredi's 275 engine superseded the original Colombo design.

Applications:

• 1947 Ferrari 125 S — {{Convert|118|PS|hp kW|0|abbr=on}}
• 1948 Ferrari 125 F1 — Single supercharger, {{Convert|230|PS|hp kW|0|abbr=on}}
• 1949–1950 Ferrari 125 F1 — Dual-stage supercharger, {{Convert|280|PS|hp kW|0|abbr=on}}

Image:Ferrari212 motor.JPG 2.6 L engine]]

File:Ferrari Colombo V-12.jpg

Image:RL 1958 Ferrari 250 Testa Rossa engine.jpg]]

Image:1962 Ferrari 250 GTO engine.jpg]]

The early 166, 195, and 212 cars used Colombo V12s of varying sizes. All shared the same {{Convert|58.8|mm|in|2|abbr=on}} stroke, with 60, 65, and {{Convert|68|mm|in|2|abbr=on}} bores giving displacements of {{convert|1995|cc|L CID|1|abbr=on}} in the 166, {{convert|2341|cc|L CID|1|abbr=on}} in the 195 and {{convert|2563|cc|L CID|1|abbr=on}} in the 212, respectively. Output ranged from {{Convert|105|PS|hp kW|0|abbr=on}} to {{Convert|165|PS|hp kW|0|abbr=on}}.

One of the most common Colombo engines is the 250, which debuted in 1952 in the 250S and lasted through the 1963 330 America. It used a {{Convert|73|mm|in|2|abbr=on}} bore with the common Colombo stroke of {{Convert|58.8|mm|in|2|abbr=on}} for a total of {{cvt|2953|cc|L|1|abbr=on}}.

Beginning with the famous 250 TR, "Testa Rossa" racing car, Ferrari began a new series of modifications to the Colombo 250 engine. The spark plugs were moved to the outside of the cylinder head, near the exhausts. This enabled Ferrari to introduce separate individual intake ports to use with the six two barrel Weber carburetors. Four cylinder head bolts per cylinder were introduced (instead of three) to cope with the added power.{{cite web|url=http://www.finesportscars.com/ferrari_cars/250gt_zagato.html|title=Ferrari 250 GT Zagato|publisher=FineSportsCars.com|access-date=2020-05-31|archive-date=2021-01-08|archive-url=https://web.archive.org/web/20210108150916/http://www.finesportscars.com/ferrari_cars/250gt_zagato.html|url-status=dead}}

These changes eventually were incorporated into the Ferrari road cars, beginning with the 250 GT SWB and the 250 GT Series II Pininfarina cars.{{cite web|url=https://myautoworld.com/ferrari/cars/history/1950s/59-250gt/59-250gt.html|title=Ferrari 250 GT Berlinetta Passo Corto|publisher=myAutoWorld|access-date=2020-05-31}}{{cite web|url=http://collezionebymag.com/portfolio/1961-250-gt-cabriolet-series-ii-by-pininfarina-2341/|title=Ferrari 250 GT Series II Story|publisher=Collezione by MS|access-date=2020-05-31|archive-date=2018-08-27|archive-url=https://web.archive.org/web/20180827143017/http://collezionebymag.com/portfolio/1961-250-gt-cabriolet-series-ii-by-pininfarina-2341/|url-status=dead}}

The final {{Convert|58.8|mm|in|2|abbr=on}} Colombo Ferrari was the 275. It used a {{convert|3286|cc|L CID|1|abbr=on}} variant of the V12 with a wide {{Convert|77|mm|in|2|abbr=on}} bore for up to {{Convert|300|PS|hp kW|0|abbr=on}}.

The 1960 400 Superamerica replaced the previous model's Lampredi engine with a {{convert|3967|cc|L CID|1|abbr=on}} Colombo. It diverged from the standard {{Convert|58.8|mm|in|2|abbr=on}} stroke with a {{Convert|71|mm|in|2|abbr=on}} stroke and {{Convert|77|mm|in|2|abbr=on}} bore. Output was {{Convert|340|to|400|PS|hp kW|0|abbr=on}} with triple Weber carburetors.

Although the 1963 330 series also used a {{convert|3967|cc|L CID|1|abbr=on}} engine with the same bore and stroke as the 400 Superamerica, this {{convert|300|PS|kW hp|0|abbr=on}} engine was quite different. It used a wider bore spacing, paving the way for future displacement increases. The spark plugs were moved and a new water pump was used. The dynamo on the prior versions was replaced by an alternator.

The Colombo V12 was substantially reworked for 1967's 275 GTB/4. It still used two valves per cylinder, but dual overhead cams were now used as well. In a departure from previous Ferrari designs, the valve angle was reduced three degrees to 54° for a more-compact head. The dual camshafts also allowed the valves to be aligned "correctly" (perpendicular to the camshaft) instead of offset as in SOHC Ferraris. It was a dry-sump design with a huge {{convert|16|L|USqt|0|abbr=on}} capacity. The engine retained the bore and stroke dimensions of the 275 model for {{convert|3286|cc|L CID|1|abbr=on}} of displacement. Output was {{convert|330|PS|hp kW|0|abbr=on}} at 8000 rpm and {{convert|240|lbft|0|abbr=on}} of torque at 6000 rpm with six 40 DCN 9 Weber carburetors.

The 330 Colombo engine was enlarged with an {{Convert|81|mm|in|2|abbr=on}} bore to {{convert|4390.35|cc|L CID|1|abbr=on}} for 1966's 365 California, retaining single overhead cams and wet sump lubrication. A reworked engine with four camshafts was used in the GT/4 models.

The 365 GTB/4 Daytona was the only 365 engined car featuring dry sump lubrication.

Applications:

• 1966–1967 365 California
• 1968–1970 365 GTC
• 1968–1972 365 GT 2+2
• 1968–1973 365 GTB/4 Daytona, 365 GTS/4 Daytona
• 1969 365 GTShttps://www.colomboandco.com/chronicles/colombo-engine
• 1971–1972 365 GTC/4
• 1972–1976 365 GT4 2+2

The wet sump, four-cam, 365 Colombo engine was enlarged again to {{convert|4823.16|cc|L CID|1|abbr=on}} for 1976's 400 with the same {{Convert|81|mm|in|2|abbr=on}} bore and a {{Convert|78|mm|in|2|abbr=on}} stroke. The carburetors were replaced with Bosch K-Jetronic fuel injection in 1979. In 1986 the engine was bored to {{convert|82|mm|2|abbr=on}} giving a displacement of {{convert|4943.03|cc|L CID|1|abbr=on}}.

Applications:

• 1976–1979 400
• 1979–1985 400i
• 1986–1988 412i

• List of Ferrari engines

{{Commons category|Ferrari Colombo engine}}

{{reflist|30em}}

• {{cite book|last1=Colombo |first1=Gioachino |title=Origins of the Ferrari Legend |date=1985 |publisher=Haynes Publishing Group |location=Sparkford Nr. Yeovil, Somerset BA22 7JJ |isbn=0-85429-624-7}}

{{Ferrari}}

{{DEFAULTSORT:Ferrari Colombo Engine}}

Colombo

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Category:V12 engines